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Folks,
The rest and rehabilitation continues on my fabulous, yet beloved 1991 Volvo 240 sedan, so it is Interstate 5 worthy (from the SF Bay Area, Portland, Seattle, and beyond to Vancouver, BC). The body rests, wheels up and off, on four axle stands.
I twisted fore and aft of the spline drive shaft connection (with hands on the yoke that is part of the rear shaft spline part - not through the u-joint), and there is slight play between the drive shaft front half and drive shaft rear half through the splines. It feels a very small amount of play as if a u-joint just as it begins wear yet before you can tell while operating your Volvo 240
The Haynes 240 manual (1998 printing) indicates such wear requires further inspection. If apparent spline wear or damage, replace the rear shaft spline yoke and u-joint on the rear shaft. If apparent internal spline wear or damage on the front drive shaft, replace the drive shaft.
I'd thought of removing the rear shaft, inspecting both splines, clean and repack with wheel bearing grease (NLGI synthetic #2 like I used on both front wheel bearings) and reassemble. I may also replace the rubber boot if it appears not to seal well.
The vehicle has a mere 140,000 miles on it and it is all stock and I drive the vehicle most conservatively. I did install the available TME lowering springs in June, 2001. I did not install the adjustable panhard (track bar) or reaction (torque) rods to correct the changes caused by the lowering springs. I may do so or install normal ride height heavy duty springs (I guess what Scantech offers available from FCP Groton someday).
Your advice, please?
Thank you.
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At any rate:
New Volvo branded motor mounts make a difference. The URO brand motor mounts from FCP Groton at 40,000 miles and nine years ago were separating.
While draining the browned Redline MTL from the M47II (with 40,000, also), I inspected the drive shaft.
The front rubber coupler joint connecting the M47II output flange to the drive shaft looks fine. I replaced that 40,000 miles ago, also, with Volvo branded part from Brentwood Volvo in St. Louis.
The two U-joints also appear fine - no play while twisting fore and aft of each. On the spider housing you can see the letters "SKN" in the casting. No 1/4-28 hex head set screws to remove so you can install a zirk and press in new grease. I'd planned to use the NLGI synthetic #2 synthetic grease I used on the freshly cleaned and repacked front wheel bearing hubs. No, I won't use a stepping drill to create a hole in the u-joint spider housing for a zirk fitting as the 700-900 FAQ suggests.
Why no 240-260 FAQ? Why not. Many more 240/260s soled and on the road.
The carrier bearing bushing and the bearing are fine. Dry, solid rubber and free of any thrown oil in spite of the engine oil leak.
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Thanks,
Bruce.
Current:
1990 240 DL Wagon
1991 240 Sedan
1992 240 GL Sedan
All with M47II; both sedans with moon roof. The 1992 GL has a locking rear diff.
Past in Volvo Asgard with Assar Gabrielsson and Gustav Larson:
1975 244 DL (B20F, K-jet, M40)
1979 245 DL (B21F, k-jet, M46)
1976 242 DL (B21F, K-jet, M46, moon roof)
1979 242 GT (B21F, K-jet, M46, moon roof)
"There will always be a moon Over Marin, tonight"
From the Dead Kennedys' album Plastic Surgery Disasters, 1982
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