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I'll answer you questions as best as I can.
Regarding the driveshaft issue on the 780, I believe there are 3 possible shafts that you could have on a USA-market 780.
Shaft #1: 1987 780 with B280 with Fixed Live Axle.
Shaft #2: 1988-1990 780 with B280F (V6) with Independed Rear Suspension.
Shaft #3: 1989-1991 780 with B230FT (turbo-4) with Independent Rear Suspension.
Also note, the B230FT (turbo-4) cars should have a rear axle gear ratio of 4.10 and the B280F (V6) cars have something like a 3.7 ratio. You may or may not care about this, but it's adviseable to keep the same transmission with the same gear set.
"Some more specific questions about swapping in an FT.
1)will the tranny HAVE to go? If so this i'm sure will drive the $$ up, trying to avoid that if i can, need wheels ASAP."
Possibly, depending on how much work you want to do. Both the B280F and B230FT engines in the 780 will have the AW-71 transmission, but the bell housing is different on them. You can swap the bell-housing (the part of the transmission that mates to the engine) from one tranny to the next, but this will require some work on your end. However, if you do swap the bell housing and keep the original tranny with the original vehicle, you don't have to mess with the rear axle gears to keep the same torque/acceleration curve. You will have to change the driveshaft, engine mounts, and transmission mount since the B280 sits farther forwards than the B230.
"2)IF properly chosen what electrical work will have to be done? Trying to avoid any major issues, IF i swap i'd prefer as plug and play as possible. Another forum discussed this and there was some debate as to if the ECU HAD to be replaced or not."
Ideally, you would want to swap the engine wiring harness and the Fuel Injection Computer. Can you make the B280F computer run the B230FT? -yes, if you really wanted to do that, but the computer originally mated to the B230FT will do a better job of it. The EZK ignition computer should also be changed since your switching from a 6 cylinder to 4 cylinder engine. If this is your first major wiring campaign, this may take you a weekend or two, or three. However, if you're very comfortable with wiring diagrams (you will need both Green manuals for each car, yours and the donor car), you could probably tackle this project in a day or two.
"3) Since hauling in a donor car isnt really an option (neighbors already cranky at one dead Volvo) what parts would i need to get. Being as specific as possible would be great if anyone has experience in this."
Driveshaft, engine, engine mounts, transmission mounts, the transmission itself (optional), rear axle gear sets (optional, linked to transmission), engine fuel injection and ignition wiring harness, fuel injection and ignition computers, intake air filter box and all airway plumbing, oil cooling system (if installing a B230FT turbo rather than a B230F non-turbo), Air Conditioning hoses in engine bay (if attempting to preserve functionality of A/C), and probably a few other random things that I'm forgetting. You really do want to have the cars side by side if you can make that happen.
"4) With or without the sensor hole?"
When Volvo & Bosch moved from the LH-2.2 fuel injection system to the LH-2.4 fuel injection system, they changed the location of the RPM sensor. In the 4-cylinder 2.2 cars, the RPM sensor was integral with the distributor and used a hall-effect sensor that watched a 4-cut spinning wheel on the distributor shaft. Then with the introduction of LH-2.4, they re-located the RPM sensor to a spot on top of the transmission bell housing, directly behind the engine block. They used a flywheel (or Flex-Disc on the auto-trannies) that had cut outs in a metal ring that was mounted to the flywheel, and as the openings passed the sensor, it determined both the speed and position of the crankshaft. To further complicate matters, as far as I know, ALL the B280F engines (1987-1990) had LH-2.2, AND used a special/different RPM sensor mounted on the flywheel, and neither this flywheel or the sensor is compatible with the later LH-2.4 system that was used on the 4-cylinder cars.
Hard data: The non-turbo (B230F) 4-cylinder Volvos used LH-2.2 from 1985-1988. The '89 and later B230F non-turbos had LH-2.4 (excluding the Bendix/Regina systems that show up too). The turbo 4-cylinder Volvos (B230FT) used LH-2.2 from 1985-1989, and they used LH-2.4 on the 1990 and later cars. Are you confused yet? I'll further advise you to avoid any of the 1985-1987 cars due to the biodegradeable insulation used in the wiring harnesses. This leaves you with the 1988 non-turbo B230F engine with LH-2.2 as a good canidate, and the '88-'89 B230FT turbo-4 engine with LH-2.2 as also a good canidate. You could try to make an LH-2.4 fuel injection system from a later 4-cylinder engine work in your car, but you're going to have a lot of extra wiring to do as there was other equipment included (like the on-board-diagnostics, etc). You can use a B230F or B230FT engine block from 1985-1995, but the fuel injection system (injectors, sensors, computer, wiring harness) should be LH-2.2 and from the years listed above if you want to make this the least stressful operation.
If you want to talk about this in person over a phone call, email me directly and I'll pass along my contact info. Click on my name or my profile at the top of this message to get my email address (available only to registered users of the Brickboard and not available to spam-bots).
God bless,
Fitz Fitzgerald.
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