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Good morning everyone,
This is my first post, I've been lurking for quite some time and the knowledge here is incredible! Hope someone can help here.
I recently bought a well-used-up 242 GT, 1980. I found oil in the antifreeze and vice-versa and a host of other little problems so I pulled engine and trans for a mini-rebuild. This past weekend the 230K mile engine started perfectly right back up but I found the OD is slipping at anything over 1/2 throttle in 1st or 2nd. I did a rebuild on the OD with IPD's mini-rebuild kit so I am sure I assembled it wrong. I confirmed that is was the OD rather than the clutch with a stethescope. The OD made some ugly noises that a slipping clutch would not make. That's all water under the bridge for me, I'm hoping to be w/o OD soon enough.
How difficult is either an M45 swap or M47 swap into this car? I figured the M45 was just the tranny, new trans. mount and new front driveline. Am I correct on that? Is the M47 much more difficult?
Many thanks! Randy
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The M47 will require a different drive shaft/flange, there's not any speedo output on the US spec models (stay away from the early TypeI versions that have the speedo drive, found outside of US). In addition you will need to use a later recessed flywheel & clutch. They shift smoother than an M45/46, and las as long (basically the same first 4 forward gears as M45/46) but your best bet is finding a used good condition M46, they are all around. I have two of them sitting around my garage, both in great condition.
Want one?
--
'89 245 Sportwagon, '04 V70 2.5T Sportwagon
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Thanks for all your responses. Looks like the M47 is a bit of extra work and maybe not worth it. I'll either stick with another M46 or go back to an M45. This car is really just a commuter/short drive car for me, so I'm not too concerned about the higher revs.
Randy
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Hello,
You're best off finding an M46 at a junkyard. You should be able to get one for around 100 bucks. While O/D failures are possible, they are not common, and chances are you'll get a good one from a scrap yard.
An M47 has no speedo cable output, and M45's were not as common as M46's. An M45 would require the longer driveshaft, and would be annoying to drive on the highway with the higher RPM's.
--
Happy Bricking!!! - Richard - '95 855T 307k, '87 245 DL 405k, '82 242 GLT 121k - Volvo's are alive and well in Brampton!!!
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In addition, I would stay away from M47. I know the draw of having a real five-speed, but the M47 was only half-way there. I don't have specs but the word on the street is they are signifigantly weaker and will therefor wear out faster.
Just MHO.
--Aubrey
'89 745GLE B234F AW72L
'87 535is 3.4LM30 5-speed (ultimate driving machine)
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Hello,
You're right on the half 5 speed thing. Volvo just added another gear to an M46, and with some other minor changes... Voila! An M47!
However, there's nothing inherently weak or wrong with an M47. The problem lies with Volvo, who recommends no fluid replacement. This is a load. I've changed the gearbox fluid on my M47 every 100,000 km and we are at over 400,000 with no noises, smooth and slick operation. I would even suggest overfilling one by 1/2 a quart to help out. Others who have done this have no long term durability issues.
--
Happy Bricking!!! - Richard - '95 855T 307k, '87 245 DL 405k, '82 242 GLT 121k - Volvo's are alive and well in Brampton!!!
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Actually they added another gear to the M45.
--
'80 DL 2 door, '89 DL Wagon
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There were two types of M47, I and II. The early one, used up to '86 on 740's and never used on 240's or not at all in the US, has a cast iron case and a speedo output gear with a weak 5th gear intermediate shaft and gear set. This was because it was the largest gear set that Volvo could fit in the transfer case because the speedo gear was required. When they added the rear differential inductive electronic speedo pick-up, the 5th gear and transfer case of the type II used on 240's from 87-93, was re-designed with a more direct drive 5th gear that can handle the power, along with more torque transfer to the rear axle. It is as strong or stronger design than the M46 OD unit, and should last forever, even if you keep the tranny sealed with the original Volvo synthetic fluid.
I know, because I just changed mine at 270k miles for the first time. It is in perfect condition, no wear in the syncros, bearings or gears, no metal particles on the magnetic plug. The oil that came out was clean and clear.
I did put the Redline MTL in there, but I really considered the Volvo special order synthetic oil at $28/qt. After having done the change, I figured I just wasted an afternoon and $20 on the Redline.
--
'89 245 Sportwagon, '04 V70 2.5T Sportwagon
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Point is, they're all basically an M45 with one device or another attached to the back.
The shift pattern bugs me. I'd like to have reverse at the front left, 1st gear at the rear left and so on with 5th gear at the right rear.
--
'80 DL 2 door, '89 DL Wagon
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Hello,
Thank you for your post with regard to MK1 and MK2 M47 gearboxes. My 1986 volvo 740 was first registered in the UK on the 08/08/86.
Would this mean it would have the good mark 2 gearbox? As presumably the cut off date for the mark 1 would be the end of December 1985, or early January 1986. Many thanks KYLE123 (James)
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I've seen several broken M47s, and I must agree, the 'no change required' idea is absurd. I have no doubt fluid changes would lengthen the lifespan of these gearboxes. I think I'll stick to M46s though, as it's so difficult to find a working M47, let alone find one with service records indicating the fluid was changed...
-Chris
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Hello,
I have an M47 gearbox in the UK as is very common on my 1986 740GLE estate and can say that it works perfectly. I purchased the car at 135,000 miles and it has now done 155,000 miles now. I did change and overfill the gearbox oil as insurance. It was filthy. I did the axle oil while I was about it too. It was pretty clean.
My Dad has a 1985 240GL saloon with an M47 also and that is still working perfectly even at 205,000 miles. It has a carbed B230A engine. KYLE123 (James)
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