This classic
article contains hints for anyone fitting up a Supra 5 speed
© by Anthony Hyde, AUSTRALIA First published August 1999 - Lastest update March 2017 |
SHIFTER POSITION HOMEWORK - Internal link is available in 4 positions A-18" B-19" C-20.1/2" D-21" Volvo
240
-
The 'Dellow'
kit -"Volvo 4 cylinder to Supra, tilted engine",
specify shifter in the 20 1/2" position |
![]() Extended alloy shifter housing |
![]() Extended internal linkage |
![]() 940T with Supra |
|
LEFT
picture: As the pic
shows, the manual Supra W55 box is of very neat
design, and by comparison it makes the Volvo M46 seem
pretty industrial. Info Link 1)
Overdrive
Parts Diagram
for P Type, J has different numbering, info Link 2)
Overdrive
& M46 Operation |
LEAKING FRONT or REAR OIL SEALS: This can be an frustrating issue even after replacement seals are fitted, and I believe this is due to a slight internal pressure buildup. Toyota boxes don't have a dedicated breather, so hopefully the solutions below solve your problem, they did for me.
WHY GO TO THE TROUBLE OF CHANGING to a Supra box -
VOLVO GEARBOX
BACKGROUND: (Skip this section if not applicable)
Volvo M46 with Overdrive:
The 240/760/740 Volvo turbos use a strong M46 gearbox being a
Volvo in-house designed 4 speed, and bolted to it is a UK designed
Laycock de Normanville Overdrive
gear assembly for 5th. gear. Early M46 transmission cases
where cast iron, later cases being Al.Alloy. The gearbox is
reportably good for near 220 hp levels with a torque load of 220-295
ft.lb (300-400 Nm). Around 1986, 740/760 turbo models came fitted
with a slighty updated M46 'D' box mated to a
tougher 'Type P' Overdrive. The 'Type P' could handle
more torque than the 'J', the main change being an increase in
the M46's output shaft diameter, hence later 'Type P' OD's
cannot be retrofitted to the earlier M46's with the 'Type J'
OD.
The two-section transmission is fine
until the 'complicated' Overdrive section causes trouble,
being very expensive to replace, recondition, or repair perfectly.
Owners face high cost again when it's time to replace or re-condition
the 4 speed main gearbox and this is where I drew the line. The
gasket sets alone were sending me broke in the quest to eliminate
fine oil leaks from the thin ATF fluid.
I wished for 5 real gears based on a strong design at a reasonable
price.
Volvo manufactured a 5 speed
M47 (versions I & II ) only fitted to NON
turbo models (except 940SE low pressure turbo), and hence for
performance driving with a turbo engine, the M47 is just not strong
enough, one problem area being the breaking of low friction
synchros. The internet has lots of M47 information.
OTHER STRONG
GEARBOX OPTIONS: Strong 5
speed options to suit a 4 cylinder are
Supra,
Getrag,
Volvo
M90 or
Borg Warner
T5
The Supra
is readily available with suitable ratios and can handle 300+hp
(224 kW) (and loads of torque 300ft-lbs+even from V8's if sensibly
applied) (some say as high as 600ft-lbs), the bigger Supra R154 has a
high torque handling capability. The Getrag
M51 or 262/265 found in BMW's
are expensive to buy and very expensive to repair, are heavy with
a desirable high-torque loading capacity around 400 Nm; (Getrag/Volvo
bellhousing from SAM in Sweden. Volvo
M90 only a dream outside
Europe unless you import a 2nd hand unit, which a few USA people have
done, but there are spigot shaft to flywheel pilot bearing length
issues. A Borg
Warner T5 from a Mustang has
high torque handling capacity, with a bellhousing adaptor being
available from Vintage
Performance Developments in
the USA. Other T5 sites are listed under
Links
at the end of this article.
Additional
Information: (Links
to my technical topics pages)
Gearbox
ratios compared - more
ratio information for Volvo M 46, M47,
M90
+ Getrag + Supra
Getrag
M 51 - good
pictures and information
|
|
|
|
|
|
1st - 3.71:1 or 4.03:1 |
1st - 3.57:1 |
1st - 3.95:1 |
1st - 3.28:1 |
1st - 4.44:1 |
1st - 3.54:1 |
2nd - 2.16:1 |
2nd - 2.06:1 |
2nd - 2.14:1 |
2nd - 1.89:1 |
2nd - 2.39:1 |
2nd - 2.05:1 |
3rd - 1.37:1 |
3rd - 1.38:1 |
3rd - 1.27:1 |
3rd - 1.27:1 |
3rd - 1.41:1 |
3rd - 1.38:1 |
4th - 1.00:1 |
4th - 1.00:1 |
4th - 1.00:1 |
4th - 1.00:1 |
4th - 1.00:1 |
4th - 1.00:1 |
Overdrive - 0.79:1 |
5th - 0.85:1 |
5th - 0.85:1 |
5th - 0.78:1 |
5th - 0.80:1 |
5th - 0.81:1 |
Supra
snippets: Apparently
the early model Supra boxes used gaskets in-between the gearbox
sections, and later model boxes nil. The late W58 boxes
(USA/Can) have a revised input shaft and bearing -> the diameters
increased. V70R740T writes: A mod recommended by lots of W58 users
out there was to change out the input bearing for a "maxi" bearing.
Basically a HD bearing that uses twice the number of ball bearings as
the standard W58 bearing which more evenly distributes side
loads.
Nikolai says
: W58 in the USA is pretty
common and came in a lot of the early to mid 80's Celicas with 4
cylinder (rear wheel drive) and all the 6 cylinder Supra's except the
turbos. On a few rare occurances, it also came in the '84 through '87
Cressida's. From 1985.5 through 93 (?) Supra, the W58 came in the N/A
car.
Note: In
Australia an estimated 95% of claimed W58 boxes are not, there more
likely W55s.
The big Supra R154 5 speed
came in the Toyota Supra turbo (7M GTE), has high torque handling
capability, uses a different bellhousing bolt pattern to the W55-58
series, lower ratios, short throw, and beefier. A few comments to
Frank comparing measurements between the common Supra 5 speed
(W55-W58) to the larger R154 Supra 5 speed. - From what I have seen
the R154 could also be fitted to the Volvo 240/740/940 as the
dimensions are very close. (Given you mentioned some tunnel mods you
require to fit the Toyota 1JZ-GTE, the Volvo crank height might sit
lower than your Toyota twin turbo).
The longer input shaft of the R154 (19mm more) might not be a
problem, in fact it could well be better than the W55-58. The input
shaft splines (for clutch disc) look the same, width being 1" wider
should still fit OK into a 240. The gearbox lengths are the same, but
I wonder if you can specify different shifter positions as W55-58 has
4 choices with the 20 1/2" being ideal.
On the downside, to fit a Volvo 4 cyl, a custom bellhousing would
need to be cast for the R154. Weight without bellhousing - big
difference W55-58 @ 33kg, R154 @ 46.5kg.
Kris Weldy writes: The R154 is a bit larger in diameter right before the shifter (the big Supra R154 has ). Both trannies have hydraulic clutches but both setups are different, it appears that the W58 pushes from the front and the R154 pushes from the back-both having different slave cylinders. The R154 has a cylinder type slave (two bolts) cylinder and the W58 has a four bolt slave cylinder .
Link 1 Supra W58 vs R154 dimensions and pics
Supra 6 speed
V160 - People ask if
the 6
speed manual gearbox found in 1993-97 Supra twin turbo (2JZ
GTE) would fit the same Dellow belhousing as the 5-speed unit ?
Unfortunately NO. I have found out that this gearbox is
actually a German Getrag
6 speed, that uses a completely different attachment pattern
compared to the 5-speed Supra box. The next development was the V161
1997-2002.
Interested
in the conversion detail ..... Please read on ....
The Supra W55 and later a W58 was my choice
for fitment into a sporty 240 with a B230FT turbo engine, replacing a
M46+OD gearbox. For Australian buyers, Dellow can supply both a basic
kit and if req'd a 2nd hand Supra box as well, that they purchase them in
container loads from Japan. 240 fittment - Plenty of
room in chassis tunnel. Note the bracket under the front
tailshaft (a safety item for motorsport events) Dimensions for the
Supra are very similar to the M46+OD with overall
length being only 10 mm (approx 3/8") shorter. The Supra box
fits inside the 240 chassis tunnel with ease, and
the shifter position in the tunnel hole is near perfect,
(much joy). Specify the 20 1/2" shifter
position when ordering. The crossmember attaches to the
240 chassis-rail using the rear-most threaded
holes. WEIGHTS - The alloy cased Supra
weighs 33 kg + 5 kg for the bellhousing = ~38 kg. A Borg Warner T5 gearbox weighs ~32kg add a alloy adaptor plate to suit a Volvo bellhousing weighs ~42+k, more if a steel adaptor. The Supra box is
lighter than an equivalent cast-iron cased Volvo M46+OD by 7 kg
(15.4 lb), representing a weight saving of 18.5%. This
difference is far less if your replacing the 1983/85-on
aluminium alloy cased M46 which is reportably 6 kg lighter
than the cast iron version. There are no markings on the
Supra gearbox so it's difficult for the untrained eye to
establish what ratio model you have other than referring to
the details on the receipt. If your lucky enough to locate a
car intact, then the long chassis plate number on the
Overall the Dellow kit is a
reasonably well made, industrially strong, not state of the
art though. The bellhousing casting is good and thick. From
a precision perspective, the important 'locating dowel fits'
were spot-on for the bellhousing to engine mount face.
Bellhousing to gearbox dowels were good also. It pays to trial fit every
mating component you can in advance, so allow time for this.
Check also the fit of the rubber shift-fork-boot and also
the hydraulic clutch slave cylinder. The Volvo yellow foam
sound insulator saddle can still be used with the Supra and
fits neatly around the g/box & tunnel. For markets that
use a clutch cable, the setup can be adapted. A custom 9"
clutch plate is part of the kit, is of good quality and made
in Australian by PBR. If you run more than approx 12 psi
boost I would recommend an upgraded aftermarket
clutch/pressure plate combination. Note: 84-on turbo
B23/230ET/FT models use a 9" clutch with a stepped flywheel.
(Earlier turbo B21ET/FT and normally aspirated models use a
smaller 8.5" clutch with a flat flywheel). For further
flywheel information visit my fly
/clutch page.
Motronic/LH 2.2/2.4 flywheel position sensor : UPDATE May
2006: Following requests, Dellow now has prepared a jig
to machine out the slot in the bellhousing for the
Motronic/LH 2.2/2.4 flywheel position sensor.
The Dellow supplied carrier
& clutch release bearing
are of heavy-duty design and are long lasting compared to the less
durable Volvo metal / plastic combo release bearing.
The crankshaft
mounted pilot
bush locates the gearbox
input shaft. The kit supplies an oil impregnated sintered-bronze
bush pressed into a steel shell of 35 mm outside diameter (O.D.)
and 12 mm I.D. This is specially made and supplied to suit the
conversion, ensure the one you receive is 19mm long (shorter
ones are useless for the Volvo Dr Dellow, and in 2006 the short ones
continue to be supplied !). The bush replaces a bearing.
Alternative: 1) If you desire a centre bearing rather than a
bush, an option is a SKF special long bearing 35 OD, 15 ID, 20 thick
# SKF BA2B 44014AE that nearly suits (expensive, so presume needle
roller design). With the SKF bearing you will need to fit a starter
motor bush (sintered-bronze) to reduce the ID from 15 mm to the Supra
shaft's 12 mm. To hold the long bearing in place, use loctite. If you
desire a support ring, this can be machined so the outer ring
diameter has the same O.D. as the flywheel, with the ring being held
in place by a tab off the flywheel bolts.
The speedo
cable is well made but way
too long for a 240. (I figure 1,510 mm would be correct). Not an
issue if you have a later model diff based electronic sensor / vane
wheel. Modern alternatives such as a tooth wheel pickup are better
than a speedo cable.
Gearbox
Mount: As usual,
half the battle is working out what you want before
starting fabrication. I used thin alloy sheet mock-ups
to get sizes and angles right. First step was to build a
steel angled bracket to attach the g/box to the topside of a
Volvo transmission mount (IPD heavy
duty rubber mount is from a 164
B30). Think the
original 164 Volvo # was 120 6612. Next the crossmember is
modified ready to fit a box section. The box section
connects the bottom face of the rubber transmission mount to
the crossmember. Once both sections are in
place, final marking can be made and the box section welded
to/into the crossmember. Suitable fillets/webs should be
added.
GEARBOX
TO TAILSHAFT CONVERSION INFORMATION
Note: the Supra output
shaft uses a sliding spline / slip yoke affair. This is different
to Volvo as they use two bolt-up flanges at either end of a 2 piece
tailshaft with a slip yoke positioned between the 2 pieces. The
beauty of the flange system is you don't have to drain the oil if
repairing the tailshaft. The ' yoke' information below details
selection of matching components used to adapt the gearbox to the
tailshaft: Hardy Spicer components Mechanics Type 'R' in Size 17R
is the example size detailed. See Information Update 2010 for
another option.
A) GEARBOX OUTPUT SHAFT SLIP YOKE: Supra out shaft is '21 INV spline' slip yoke (can be sourced from Dellow) or Hardy Spicer Part #17-R-3-1478 [Driveline products -> Mechanics type R -> 17R]. Toyota 5 speed family. This has a Ø25.4 mm (1") universal (uni) joint sizing. (This size is in-between Volvo uni sizes: Ø23.8 mm (15/16") or 27 mm (1.1/16")).
A.1) OUTPUT SHAFT OIL SEAL - A quality seal is NOK brand # AH 2240H or Toyota OEM # 90311-38032. Nominal sizes in mm: ID to seal Ø38, OD Ø58, T 11mm
B) TAILSHAFT WELD YOKE: Matching weld-yoke is Hardy Spicer #17R-26-330 [uses a 1" uni, suits a 2" tailshaft tube, butt weld]
C) UNIVERSAL JOINT: Matching universal joint assembly is Hardy Spicer #RUJ-1786R (premium thrust washer type, internal clips)
D)
TAILSHAFT or
Propellor shaft: The front
section of the Volvo two-piece shaft requires adapting, and its worth
noting the following: - Volvo 240 tailshafts come in two diameters
1.3/4" (44.45 mm) and most common in 2" (51 mm) being the one to use.
Depending upon model they have different front shaft lengths. For
example, the original manual M46 / Overdrive front tailshaft is too
short in length so I selected the longer and larger diameter 51mm
(2") shaft from an auto 240 series. All 2" shafts are
termed 1310 series being the Dana system.
Front tailshaft length - From metal disc (the round thin metal
disc cover at rear of front shaft, in front of tailshaft
centre bearing) to centre of the new weld-yoke uni, I chose a
length of 420-430mm. (Ensure there is freedom for yoke spline to move
as you don't want it impacting the end of the gearbox output shaft).
Adapting tailshafts has its problems even with perfect phasing. Old
shafts can give mixed results for various reasons, so find the newest
you can. A one-piece shaft is an alternative but the diff angle could
require modification upwards (via adjustable torque rods) plus some
additional floorpan panelbeating.
Information Update 2010 - OPTION - (Volvo related) - For 1 year only a 1984 240 with AW71 auto trans features a front tailshaft being the right length, so no shaft modifications are required. 430mm from metal disc to uni cup centre. To identify, the outside yoke width is a big 89 mm. Shaft is std 51mm (2"), Uni-joint CUP size is std 27mm.. The tailshaft family is termed 1310 series. You need to select a 21 SPLINE TOYOTA slip yoke and cross-over uni-joint. See Hardy Spicer cat, or contact me.
E)
BALANCING the
driveshaft by a specialist is mandatory after modification.
Before balancing install new universal joints. Pay attention
to the correct phasing of the two-piece shafts. The cast uni
yokes fitted each end of the shaft tubes are rather
big lumps of metal, and as they rotate further out from the
shaft axis, they are likely to be more out of balance than a
good shaft tube. Link
to details on TRANSMISSION
MOUNT & CENTRE BEARING UPGRADE for 240
Turbo
WRAP UP:
After a few months of testing I'm happy with the result of the
Supra conversion. The fitment has taken a lot of effort in many areas
and much free hobby time, and when
it works properly the pain is quickly
forgotten. With conversions
there is usually something to sort out at the end, in this case it was the
tailshaft and the appropriate tailshft angles. The gearstick position makes shifting into all 5 gears a
pleasure.
Update: One year on, everything is operating perfectly.
Two years on still fine, five years the same but
gearbox needed new input and output shaft oil seals. After 9 years I
updated to a W58 Supra box which features a long first gear and close
together ratios between 2nd-3rd.
Anthony Hyde This
detailed web article is completly original, and so is
subject to copyright ©.
Additional
Supplier Information: - I
have NO
association with
Dellow
Automotive, other than
being a customer. The following is provided to assist you and is not
official.
For
conversion information please contact Dellow Automotive:
http://www.dellowauto.com.au/
2007
Email: "Dellow Automotive"
<dellowauto@iinet.net.au>
Product cat http://www.dellowauto.com.au/catalogue/DellowAutomotive.pdf
Unofficial 2006 price - Australia - Bellhousing: AU $495, 9" clutch disc: AU $95, Fork: AU $95, Release bearing: AU $95, Spigot bush: AU $25
Fax
+61+2+9774 4783 (24 hour)
Phone
+61+2+9774 4419 or
+61+2+9774 3873 Time-zones- to ring them?
Approximately 7pm-3am in NYC, 5pm-1am in Denver, and 4pm-midnight
in LA.
Physical address: 37 Daisy St, Revesby, Sydney,
Australia. 2212
Email sales@dellowauto.com.au
(Addendum) 2002 - Former
kit name for 240 tilted engine was 'S-V' and for
P1800/120 upright engine was '18R-BV' and are
now replaced by descriptions, mentioned at the beginning of the
article.
*
Shifter Lengths Summary:
- For a 240 with Supra 5sp,
the length from the center of the shifter to the start of the
transmission is 20 1/2 inches.
- For a 240 with M46, the length from the center of the shifter to
the start of the transmission measures at 20 7/8 inches.
- For a 740, Hal Glenn measured 24 1/2 inches, being another 4'
further back compared to a 240
- Bellhousing length for Supra and Volvo OEM is exactly 6 inches long
and you need to add this to the gearbox length.
- Supra internal shifter positions are available in : A -18", B -19", C -20 1/2", D -21" - For a 240 choose 20 1/2, for 740 21" then add a section.
Volvo
P1800 /
140 series information
: 'Dellow' kit "Volvo 4 cylinder upright engine to steel case
Celica 5 speed" - The conversion uses a Toyota Celica 5 speed
W50, a steel cased gearbox of good reputation: The Celica
box suits the upright B18/B20 E/F engine. good torque
handling, weight 45 kg, length 22", front shaft 21 splines x 29 mm
(OD?), tailshaft splines = 21, oil capacity 2.6 litres, Stick
positions: A -18", B -19", C -20 1/2", D -21"
It appears that in North America the Volvo M40/41 conversions are
going largely to Ford T5 or the T9 (for the smaller tunnel cars eg
120), or the GM Muncie which is a side controlled unit but has
absolutely ideal gears in it.
Link:
Supra
740 conversion
by Angus Campbell-Wright in Australia
Link:
Volvo
9 1/2" CLUTCH & FLYWHEEL
Upgrade -
by Anthony Hyde
*
DISCLAIMER:
*
PLEASE NOTE any information
offered on this web page is free and without guarantee. Should you
choose to perform any of the procedures listed on this page, you will
be doing so of your own free will, and I will not be held responsible
or liable for any damages that might occur from using information
obtained here. The information stated here, is to the best of my
knowledge, accurate. However, in order to safeguard myself legally, I
make no claims that it is in fact accurate in every, or any
detail.
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