Hello All
i made up a couple different size hoses until the hose just barely fits into the fill hole which allows to overfill as the size of hose keeps the fluid from
running back out while overfilling.
then hurry and put the fill plug back in before fluid leaks out.
works for me.
good luck
mIke

yes, Redline MTL sounds good. I never thought about the bushings, I'll check into that.

Dexron in the M47 II? Let us all know the specification supporting your assertion to use Dexron in the M47 II transmission. All I see is ATF Type F.

The Volvo factory spec fluid for the M47 II is a derivation of the Ford Type F specific to the M47 II. I dunno the spec number or Volvo part number.

Really, Dexron in an M47 II tranny that has been lubricated with Type F or a derivation, if not the Volvo spec M47 II fluid, since manufacture? Really?

Now, what DEXRON version? Type I or Type II or III or IV or V? The Volvo 240 power steering pump uses DEXRON type II. Okay, why not flush that power steering pump and fill with Type F? It is your same logic.

The 700-900 FAQ list a proper manual tranny draining and flush procedure.

In this thread, we've mentioned:

- Verify you can remove the M47 II fill plug FIRST.
- May help to lower the auto and lift the passenger (right) side to facilitate a complete drain.
- Use a six-point socket to remove/install the plugs.
- Inspect the fluid and any bits that come out. Refer to this and other boards for symptoms of tranny abuse like excessive silvery, sparkly flakes in the spent oil.
- Inspect the drain and fill plugs. The plugs vary by design. Usually, the drain plug comes magnet-equipped. Better that both are magnet equipped. Some drain/fill plugs have a magnet bump. The better M47 drain/fill plugs have a conically-shaped magnet that is recessed with more magnet surafec area. You really have to dig down to get the silvery spent metal flakes out. Verify all metal flakes are out and it is clean.
- Inspect the copper washers. Replace if badly distorted or excessively flattened.
- Verify the surfaces that seal against the copper washer - the underside of the drain/fill plug and tranny exterior are immaculately clean, smooth, and free of any scratches, else it'll leak. Some have use a little RTV either side of the copper washer in the event the aluminum alloy surface on the tranny exterior is corroded or scratched. Copper is more noble than aluminum and can corrode before the copper does.

I still think it's a real riot no one mention there's no synchro on on the M47 reverse gear. Funny, that.

Hope the info helps your decisions. Dexron in an M47 II. OKAY!

Oh, and I use Amsoil in everything. Even the the front wheel hub bearings.

In all three of my M47 II, I've filled it with Amsoil ART:
http://www.amsoil.com/storefront/art.aspx

The Redline MTL is also fully synthetic and slightly lighter than the Amsoil.
http://www.redlineoil.com/product.aspx?pid=45&pcid=7

Compare the data of the two at the bottom of each page. The Amsoil is slightly lighter yet has a slightly lower cold pour and higher flash points than the Redline MTL.

They all shift like a quiet light switch. They all run cool down the I-5 to the SF Grey Area (Bay - grey fro the fog, er, uh smaug). Well, far cooler than the mineral oil that filled it before.

The 1992 240 GL had been abused and the tranny showed it with each shift. On draining, the fluid was brown and a small, yet a small and shocking gear tooth piece came out also. To flush the tranny, I used brake parts cleaner through the fill hole, sprayed all around in short squirts and captured the what remained of any fluid and smegma until clean. Maybe a quarter of the can. Let dry over night, than refill with Amsoil

Yes, if I had my druthers, I'd like to research and rewrite the 700-900 FAQ and write a 200 FAQ of like scope and detail.

Wot's all the huh-bub, bub?

cheers,

Volvo "Buttermilk" MacDuff - Unemployed Technical Writer since 13 Jan 2010.

No worries, Wall Street will send my next job to India and China. Meanwhile, the daft U.S. citizenry consume, consume, consume.
--
I've owned only Volvo 240s since 1985.
RIP, yet beloved:
1975 244 DL (B20, M40)
1976 242 DL (B21, M46, Moonroof - an SRO?)
1979 245 DL (B21, M46)
1979 242 GT (B21, M46, Moonroof - an SRO? Grey Market from Holland)
Currently owned, beloved, operating, and getting better all the time(!):
1990 240 (245) DL (B230, M47 II)
1991 240 (244) (B230, M47 II, Moonroof. Grey Market from Germany)
1992 240 (244) GL (B230, M47 II, L-jet 3.1, Moonroof)

Type F = not acceptable for M47 transmissions

Volvo has always specified Type F ATF for the M45/M46/M47. Well, that's not quite true. The first model year 240s still had M40 or M41 gearboxes and those used gear oil.

It's true, there is a lube you can get from the dealer. I honestly do not know what the difference between it and Type F is, although there's a blurb in Bentley that indicates it has to do with ambient temperature. But every 240 service book I have seen and nearly every year Owner's Book (excepting that first model year when engine and trans had not been updated) state that the manual gearbox lube is Type F.
--
'80 DL 2 door, '89 DL Wagon

1st was hard to get into. Rev was grinding a bit. That improved a bit after adjusting the clutch cable (it was too tight) and now doing the reverse lockout selector rod, so as to get the detente plate back in properly. After all that grindage I thought changing that oil would be a good move. Might help things.