I've been told that I can put a manual trans from a 700 series into a 240 as long as I use the 240 bellhousing. Also, I've been told that the overdrive unit on the 700 series is a "P" type and is far less prone to problems instead of a "J" type which is used in the 240. Is any or all of this true? If so what year(s) 700 series will I need to find for a donor? Thanks

I am not sure about the bellhousing. Ask a friendly Volvo parts person about bell housing numbers between 200 and 700's same year. Other than the need for the crank position sensor accomodation on later model years, why would a B230 engine in a 700 series need a 200 series bellhousing from a B230 engine?? Firewall clearances??

Some of what follows may be editorialized but the facts about the OD's is applicable.

P type OD can handle more than the J type. But with the B230 engine, only the Turbo used heavily would cause one to look to the P type. At which point the change to manual for better gas milage would be wasted by the heavier foot.

Low tranny fluid causes many problems no matter which OD is off the rear of the tranny.

Both have the same set of problems in both series since most OD's fail in the electrical control circuit first, actuating piston O-rings second, internal solenoid problems, then internal mechanical when any of the above are not corrected in a timely manner.

For some odd reason, 700s and 200s have internal OD problems trending along an assembly time sequence.

Prior to whichever OD is used, a preventive replacement of selected O-rings is recommended when the OD and tranny are out of the vehicle. A lot easier and for about $40 worth not having to get under the auto again.

Duane

Hydraulic clutch vs. cable regarding the bell housing?

I can't answer your main question, but I can observe that in my experience the J-type is extremely robust and long lasting. My 1993 has done 333,000 miles, but the overdrive is older and has probably done about 400,000 miles. I have never declutched.

I don't think the Crank Position Sensor is an issue. It attaches to the block, not the bellhousing. The latter merely needs an appropriate cut-out to accommodate it. I believe that most bellhousings have a punch-out section anyway. Certainly when I installed an older M46 in my car, to replace the M47, there was no problem. Either there was a punch-out section, or the person who did it simply cut out a slot.

Couldn't tell you about the OD, though IMHO the 240 ODs are not really problematic. As far as I know the bellhousing is not different between 240s & 740s, unless the donor comes from a car with a hydraulic clutch - then the release fork is different as is the pivot ball. However, you will need to swap the linkage, and the linkage support bracket, from your old transmission. If you need to start swapping bellhousings, tread carefully, the intermediate shaft is shimmed to the bellhousing and you'll really need much more specialized guidance than I can offer...
Oh, and the year of your 240 does matter - if it's got an M46 (manual w/OD) I'd assume that your fuel system is LH2.2 or older, but if you have LH2.4 (1989?->) then the bellhousing on the donor tranny will have to accomodate the RPM sensor.
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Chris, Dartmouth NS Canada 70 M-B 280SE, 83 245DL, 84 244 turbo, 90 780 turbo, 92 VW Golf, 90 740 Rex/Regina

If someone does not answer, post question in turbobricks.com I am sure someone there will know the answer. Check the performance/maintenance forum...

Jay
84 245 GLTi 230k
88 740 GLE 199k