Does anyone have a bellhousing that will accomodate a b20 engine & a m410 4spd. transmission? I believe they came in the 1970 & 71 1800's.

Going to be tough to find. I picked up a complete m410 from a '71 1800 at the ipd sale in '00(?). Haven't really seen much since. The trans went into my '68 142, along with a driveshaft and differential flange from a 240 Turbo.

You're going to be looking for a while. Also, you're going to need
the actual M410 to do this, or at least the input shaft from a B20
fitted M410 as they are different sizes.

If you're going to go to the trouble to fit this transmission, unless
you already have 99% of the kit you need to do it already, you should
instead fit a celica 5spd transmission, a T5, or some other sturdy
real 5spd transmission.
chris

What year Celica 5 speeds? What do I need to make the conversion? I would love to put a 5 speed on my 72 142.

Thanks

Steve

Look around v-performance.com; mr parker has a kit in the works. It
is also a common practice in australia where the OD transmissions
seem to be a bit more rare (and the M410 was never sold in aus).
chris

Thanks for replying. I do have 99% of the project. I have the b20 & the m410 and the custom clutch plate. I just need the bellhousing.

I suspect that volvo made 10 extra bellhousings and 10 extra B20 M410s
for their spares, and that's it. If you want a B20 M410 bellhousing, it
is very likely to come with a transmission as part of the package (which
leads me to ask what happened to the bellhousing of your M410?).

I'm going to list the best ways to get the bellhousing you need:

1: wave lots of money around people who race B20 engined cars
2: search swedish / california salvage yards and hope
3: take your M410 and an M40 bellhousing to a machine shop
4: get really lucky


If you had a super beefy B30, I'd say a built tranny like the M410
is worth while. I had a 164 and a 144 and I very much prefered the
transmission on the 144. Also, if you look at the gear splitting
ratios that you get with an M410, you'll see that there isn't much
advantage of 3rd+OD over 4th, 2nd+OD over 3rd, and so on, except for
the "no clutch power shifting" possible with the OD, but keep in mind
that this will ruin the clutch in the laycock OD pretty quickly,
especially if you are running the kinds of power necessary to break
an M41 through it.

Good luck to you, but I have to say that for the effort, unless
you get bloody lucky and a B20 M410 bellhousing falls on your foot
tomorrow, you're probably better off with a beefy 5spd.
chris

Thank you for your reply and your interest. The m410 I have did come out of a 164 and so has the b30 bellhousing. I actually did track down a bellhousing and
missed out on it by days.

The B30 M410 has a different input shaft from the B20 M410; you'll
need that as well or have a machine shop modify the input shaft you've
got to work with a B20. I've never seen a B20 M410 but I know that a
B30 M410 has the bellhousing as the front part of the transmission and
I think the B20 M410 does not.
chris

Thank you for your response. The m410 has a removable bellhousing for both the b20 and b30, however, the bellhousing bolts from the inside rather than the outside as in the m40. The input shaft does not require machining as you suggest. One merely shims the bellhousing away from the block the required 1/8" as the pilot bearing portion of the shaft is this much longer.The splines are 10 in number, as opposed to the 8 on the m40. One can obtain a clutch plate that has the appropriate 10 spline configuration, as well as the 8 & 1/4" dia. that is required as opposed to the 9" on the 164 m410. Still looking for a bellhousing.

Cool. I did not know this. Would it be possible to modify a
B30 bellhousing? I know people have done this to get an M46 to
sit upright to mount to a B20. This would, of course, require
a B30 M410 and a B20 M41 bellhousing, but finding one of each is
probably easier than finding a B20 M410 housing outright.
chris

Dear Chris, I have a b30 m410 with the b30 bellhousing.
The b30 block, being a beefy straight six motor designed for the increases mass of the 164, is so radically different, that modifying it to fit a b20 block is out of the question. The m410 bellhousing is almost the same as the m40 except that the gearbox bolts to itself from inside the housing, essentially sandwiching the bellhousing. I'm now investigating whether the m40 can be machined to accomodate this 164-m410.

Steve

So you are saying that the dimensions of the two different bellhousings
(B20 M41 and B30 M410) are so different that if you cut the block -> bellhousing
part of a B20 M41 bellhousing and welded it to the bellhousing -> M410 part
of the B30 M410, it wouldn't work? People have done such modifications to
the make the M41 -> M46 switch.

Let us know if you come up with something, and thanks for the information
about making a flywheel to adapt a B30 M410 to a B20.
chris

Firstly, you must have been talking to someone else about flywheels. I have never mentioned them. Secondly, you need only put the b30 & b20 bellhousings side by side to see how impossible this mod would be. Thirdly, cutting,grafting & welding bellhousings is heading into dangerous territory. The alloy that these are made of is not straight forward. Also, alot of time and consideration went into the geometry and orientation of the input shaft and it's tolerances.
At speed, it's not something you want to fail.

Steve

Is the clutch plate where the difference lies? I'm not questioning your judgement... I just don't know.

Why are you doing the project anyhow? Why not just go with an M41? They hold up just fine even with a beefed up motor, and parts (clutch plate for instance) are much easier to come by...

Not that I should talk having just put an M410 in my 145, but that was because I had a complete transmission with bellhousing, and I didn't have any good M41s...

-Matt

The m410 is a least five times stronger than the 41 and is frequently used for drag racing in europe. Considered almost indestructible and highly prized. In addition the "J" type overdrive that it comes with can even be run with the fourth gear lockout removed essentially creating a functioning 8-speed.Just don't ever operate the O/D in reverse, it will disintigrate immediately. That's why.