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Seems I’ve bought a pig in a poke. The following were advertised on eBay as 1800 overdrive gaskets. Seems, now that I can read the actual part numbers, and someone on the 1800 page kindly provided applications, that wasn’t the case. Apparently these are 200/700/900 parts. All are NOS, sealed in original Volvo packaging. Be glad to part with these for $2 each plus whatever the mailing costs are. $14 for the whole lot, mailed. You can contact me directly at db5@soeast.com if interested.
1340988-3 = Trans top cover gasket (M45/M46)
1340989-1 = Trans-to-bell housing gasket (M47)
380618-9 = trans-to-O/D gasket (M46) (and I assume Type "P" O/D)
3502462 = Goes on the forward side of the internal brake drum (Type P O/D)
3502462-9 = Goes on the forward side of the internal brake drum (Type P O/D)
3502463-7 = Goes on the aft side of the brake drum (Type P O/D)
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Hi,
I have several cars of the 240 series. My cars range from 1978 through 1993 that have he M46 and the M47’ that have a fifth gear overdrive selection.
The M46”s were used until the M47 came about
The M46 used a “J” type Laycock hydraulic overdrives in the USA.
I’m not familiar with the “P” type except that it’s either older or used between European countries.
The P and J are both British and used in Mikes Garage (MG) cars of similar weights.
The 1800 was also a light car when compared to the Volvo 100/200 series family targeted consumers.
The 1800’s production ran along the same years and I can only guess were mostly M45s.
Even in 1978 the overdrives were an option in the USA.
There is convicting information
There is no brake system like on some older vehicles that actually grabbed the driveline shaft with a banded clutch material. Old school truck technologies.
Something like the term “brake” seems off
The “J” uses hydraulic pressure principles through an electrical solenoid.
I’m concerned that what maybe called a brake hub inside the overdrive units is really a clutch cone assembly.
I don’t know how the “P” engaged the, something like a planetary gear train, to obtain a 20% overdrive ratio.
I see the same post you made in the 1800 column or tab so you are asking in right places.
Trick is identifying how much interchangeability thee might be.
I think I have read that the dashes mean revisions in production across its vendors to keep track of things internally to Volvo. Some might be nothing more than price changes and the age of inventory and support evaluations.
Someone in the right circles will be happy to grab them up.
Maybe the shop out in Torrance California can help you.
Eric hangs out on the BRICKBOARD with great information.
Try this
http://hiperformanceautoservice.com/
Phil
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Convicting information? Is this auto correct at work? No matter. I enjoy a good malaprop.
Phil, there has to be a brake. In this case the brake ring or brake drum is between the front and rear casings of the OD unit. See item 40 in the exploded diagram.
It serves to immobilize the clutch sliding member, item 41, when OD is engaged.
--
'79 242, '84 DL 2 door, '80 DL 2 door, '89 DL Wagon, '15 XC70 T6 AWD
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Hi Don,
Nice illustration of the overdrive. It doesn’t show all the gears or a quantities legend.
I guess this is where a parts fiche would fill in questions better.
I bet that’s an exclusive purchase as I have never seen one except with dealerships.
I have never taken one of these apart but I shall someday get to experience an education and challenge to keep organized.
I see thin thin plate (40) that both gaskets (78)-(80) fit around now.
The thickness of those might be crucial or not. Part numbers might have a storyline in relation to years of production.
I was recalling the clutch cone from previous illustrations. The (53?) part is like the drum that houses the internal gearing that fits into (69) making up a planetary gears system.
The pistons look to push (41) back against the drums outer taper.
There looks to be return springs (49) involved but how many? One for each piston?
Does it use a friction material someplace or is it metal to metal tapers.
If it Is it there it must be part of (53) outsides or in the inside of (41)?
Whatever way something is being used my Overdrives have lasted a long long time! At 350k for me is impressive performance. I’m not abusive as I drive machines accordingly to their intended design.
I think on one of my units I need some fresh piston O rings as the temperature of the transmission fluid affects moments of operating smoothly to engage.
They have got to be old and harder by now.
Again, I’m familiar with my J types only. I have no idea of a P type or if it uses a hydraulic engagement unit affair before the J.
The M45’s still were only a four speed and Japanese cars had fives speeds as a standardization leaving domestic USA vehicles in the dust back then.
Phil
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Phil,
Here is a link to one of the gaskets mentioned. Please copy and paste. I can't get the goddam link to work.
https://usparts.volvocars.com/p/Volvo__/Gasket/42930319/3502462.html
You will immediately notice that the picture at upper left is WRONG! I believe that is an intake manifold gasket? So ignore that. It is shown correctly elsewhere.
You will see the links to the exploded diagrams for J-type, not identified as such but it must be that, and the P-type which is identified. Below the diagrams there is a list of parts still available.
Like yourself, I had not heard of the P-type. Or maybe I just wasn't paying attention. While searching for info yesterday, I saw in print that the difference between the two is simply, the P-type does not have a speedometer drive. You will see this in the diagrams.
Also in poking around I recall that there is some sort of friction material on the inside of the brake ring.
--
'79 242, '84 DL 2 door, '80 DL 2 door, '89 DL Wagon, '15 XC70 T6 AWD
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Hi Don
I’m not sure about those two illustrations as either being a p drive as they both might be the J drives.
My 1978 and 1984 J drives have speedometer outputs but from my 1986 up they don’t because of the electronic speedometer conversion.
Just between the two parts 56 and 59 the drive to speedometer got changed. It’s now smooth, So that, explains my differences.
While looking at the two illustrations I see some internal part # changes and the Volvo production numbers in the bottom right corners have quite a distance between them.
All of This could mean many many revisions or nothing more than their illustrations programs did many other assemblies.
While even those could something completely different, in between, the driveline outputs are shown with variations.
So nothing technically conclusive there can be made IMO. This chapter is missing pages from an entire book.
It would take someone working in a departments archives to take the guesswork out.
Numbers are direct but we are learning that a dash - and a another number in a parts reference is another ? mark.
There is a language to all to those in the realms of that knighthood.
So I’m dumbfounded about the P overdrive units being unit made with more or less strengthening.
J comes before P and means nothing really.
I would have to know more about the LayCock’s company endeavors for a knowledge base.
I’m glad to see the gaskets found a new home.
Also glad to know that some factory person didn’t spend a part of their “life’s time” just to be tossed as more waste matter!
Good on the poster Dave B? 👍
Phil
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Well, Phil, I'm pretty sure the one without the speedometer drive is the P-Type since it is designated as such in the thumbnail sketch.
Have a look at Volvo publication TP 30941/1, page 2. It shows both types.
As far as the rest of your reply goes, I believe you are way overthinking this.
--
'79 242, '84 DL 2 door, '80 DL 2 door, '89 DL Wagon, '15 XC70 T6 AWD
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Hi Don
Thanks for telling me I’m over thinking this thread. Unfortunately I do that I lot nowadays.
I looked around and I don’t know what a thumbnail sketch is.
You site a TP page two, so I will have to google that one.
I looked at both thumbs on my hands and didn’t see any sketches on them either. 🥴
I looked back into the site you placed and as my wife says, I have a big problem with not scrolling up or down.
I don’t know why I cannot get it my head that there’s more is just below the bottom of the screen out of sight. Sometimes it’s just a half inch.
I guess I’m not as easily enticed to do better as it pays far less @ 73.
After taking a scroll … I saw that it said “show more.”
Now it explains why I was having so much of a problem with the revisions numbers missing let alone the P and the J’s being on one illustration.
Must have been a transition production over a few years?
What is on that site though shows me that yes, they had lots of engineering changes as I suspected.
As I remember you said you worked in a parts stores a few years back.
I bet you have that scrolling and thumbing pages down as a normal working habit.
Back when I middle aged I was led to or forced to workout on one CNC lathe we had.
Back Then, you had to advance through program lines to move a tool offset.
No separate tool numbering page. Tool indexing with Only X & Z.
It was a line by line display and only red led characters. Plus a limited numbers in length.
You learned quickly to pay attention to decimal point location.
There were no monitor screens back in those seventies.
When I became an instructor I ordered two trainer machines.
A tiny CNC bench top lathe with a mono chrome screen but the knee type milling machine with a new color monitor.
Luckily, I ordered It with “dry run” tool path technology. It was better than most companies had in those times.
This was the mid to late eighties.
Even with students learning on wax test blocks, you still had to watch out for clamp locations.
It sure helped to stop running over of hold down clamps from lacking a Z code program input.
A CNC machine runs all movement codes of a line simultaneously or so fast across the lines it seems too.
There are feed rate codes and rapid rate codes.
Devil in the details of assemblies too.
Thanks again for helping to straighten me out.
Now, I will have to go under three cars and find some conclusive serial numbers.
Phil
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I wouldn't say I straightened you out. You know a lot more about mechanical stuff than I do. I just pointed out something you seem to have overlooked. As a matter of fact, I missed that "Show More" button the first time around too.
--
'79 242, '84 DL 2 door, '80 DL 2 door, '89 DL Wagon, '15 XC70 T6 AWD
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If anyone doubts the bargain you have offered -- I purchased an M46 to bellhousing gasket prematurely for a customer who never showed up. Paid around $30 and had to special order it from Volvo.--Dave
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Please note, these items have found a new home.
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