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I wonder if the taller replacement pistons are holding the OD partially engaged?
From my understanding, it takes very little torque to damage one of these if they are engaged in reverse.
Always nice to put in a part that works. Congrats.
Are you trying to tell us that there are three different ratios in J-type O/D's, none of which are 0.8:1? Citation is needed on that.
... the later cars that were equipped had a higher ratio due in most part to increased performance and top speed... A change in ratio seems logical,
Harry Tuttle said:What is your source?
So are you running an early 240 OD on a m41?
The owner's manual for my (long gone and dead) '71 1800E states that the OD gear ratio is 0.797:1
Probably the result from a previous service attempt. The recommended torque setting for those nuts is pretty low.First was the broken stud for the retaining bridge
Probably the result from a previous service attempt. The recommended torque setting for those nuts is pretty low.
Laycock manuals, two local British sportscar restoration shops, also doing a Google search yields multiple results in various British car forums. While not Volvo specific, deciphering the serial number uses the same method no matter which car it's bolted to. I believe the green book, while not incorrect, is a point in time reference and there may have been production changes not accounted for.
the overdrive swap netted noticeable actual drop in RPM at the same speed with no other changes.
Thanks for the reply. I can easily buy that British cars may have had different ratios from what Volvos had. I am not seeing the evidence that J-types in Volvos had any ratio other than 0.8(.797):1.
I am open to persuasion on this, but will not change my mind due only to hearsay.