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According to the simplified Volvo North America Vehicle Specification documents, there is no mention of 940's with lock-up torque converters. However, according to the on-line owner's manuals all 940's ('92-'95) have the lock-up torque converter feature. Additionally, all 700/900's from '89-'91 with the B234F 16-valve engine had the specially geared AW72 transmission and it was only available as the AW72L with a lock-up torque converter.
This is all not to be confused with locking *differentials* (aka. limited slip or traction control) which were on all 940' since 1991, at least according to the on-line Vehicle Specifications.
Anecdotally here on the board we pretty much agree that all (North American) '94-'95 940's got lock-up torque converters and at least some '93 940's. I can confirm that my '95 940s have the lock-up torque converter (AW71L on the 940T, AW70L on the 940NA -the latter is contrary to what I had previously posted). I can also confirm that an '89 740GLE (16-valve) had it. My experience is only with the Canadian market, but everything was pretty much common throughout North America in regard to drive trains. Also anecdotally, it isn't clear that all the early 940's got the locking *differential*.
The fuel savings when you're driving long distances in lock-up are significant. Under hard acceleration, I do not find kick down response out of lock-up to be an issue, there is no appreciable delay in jumping down to 3rd or 2nd. A lot of differences there may be attributable to kick down cable adjustment. Under mild acceleration, I do find kick down response to be slightly aggravating -you always jump right down from lock-up to 3rd when a simple drop out of lock-up into 4th would suffice. Unfortunately, lock-up mode is speed related, not torque related. Because of that I find the transmission will easily hunt between lock-up and 4th when driving at the lock-up shift point, especially when going up hill.
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Dave -own 940's, prev 740/240/140/120's & quasi-expert only on a good day
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