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It's been a fun week. Murphy's Law teamed up with Kafka.
I did the flush & filter because it was time. Also because it was exhibiting a delayed 1-2 upshift, particularly when cold.
It's still doing that ... any suggestions? Can a leaky vacuum modulator cause that? Does it even have a vacuum modulator?
Other references told me that every 940 has an AW71L transmission, and that a Wix 58945 fits an AW71.
At least one of those is incorrect, that filter didn't fit. A Wix 58946 did fit. Three more days up on jackstands while it arrived.
(The three-day delay wasn't all bad -- quite a bit of grodey old oil drained out during those three days. If only I had the insight to leave a drain pan under there during that time ... )
I had taken photographs and carefully compared them to the photographs in the parts "catalogs" before ordering the wrong filter ... but not of the inside. I didn't open it up until the new filter was on hand. (I was expecting it to take three only hours. Then again, Gilligan and the Skipper were expecting the same.)
Two gaskets are required to replace the filter. There's a spacer in there, possibly because they changed to a deeper oil pan as an afterthought. (?)
The drain bung is recessed up. This prevents the drain plug from being sheared off by a road hazard while rock-crawling, (or ordinary everyday driving on Detroit's city streets) but it also means that a centimeter of old oil, plus all the sediment and other crud, will remain in the pan after draining it that way.
(that plug does have a 14mm hex head, but you have to look closely ... must have been too close to the flash)
An exhaust bracket interferes with removing the last two oil-pan bolts. To reduce the total parts count in the vehicle, Volvo often uses the same bolt to attach two or more things. In this case, the exhaust bracket and the rear transmission mount. It was necessary to build a transmission cradle, jack the weight off the transmission and remove the mount. Later, getting the bracket back into place and the bolt holes aligned in three components simultaneously was very challenging.
Oil flows upward in the transmission heat exchanger. In the bottom, out the top.
If you put a drain hose on the free end of the steel tubing leading back to the transmission, you'll spew oil all over the exhaust manifold and the ground.
(How did I learn that? Don't ask.) Put your hose on the top fitting of the heat exchanger itself.
And if that wasn't enough fun for one week, the bung for the dipstick tube broke off instead of unscrewing.
No problem, right? Just braze it back. I've repaired dozens of things that way. (the Bronze Age is still with us)
My brazing torch died halfway through. Had to borrow a car and get a new one. Murphy, meet Kafka.
940's could use AW70 (non-turbo), AW71 (non-turebo or turbo) and AW72 (16 valve, basically same as AW71 but with different ratios). some of them use an -L version, with torque converter lockup. (AW72L, AW70L). The AW71L was never used on US turbos
It's been a fun week. Murphy's Law teamed up with Kafka.
I did the flush & filter because it was time. Also because it was exhibiting a delayed 1-2 upshift, particularly when cold.
(it's still doing that ... any suggestions?)
Other references told me that every 940 has an AW71L transmission, and that a Wix 58945 fits an AW71.
At least one of those is incorrect, that filter didn't fit. A Wix 58945 did fit. Three more days up on jackstands while it arrived.
I also took photographs and carefully compared them to the photographs in the parts "catalogs" before ordering the wrong filter ... but not of the inside. I didn't open it up until the new filter was on hand.
Two gaskets are required to replace the filter. There's a spacer in there, possibly because they changed to a deeper oil pan as an afterthought. (?)
The drain bung is recessed up. This prevents the drain plug from being torn off by a road hazard while rock-crawling, (or ordinary everyday driving on Detroit's city streets) but it also means that at least a centimeter of oil, plus all the sediment and other crud, will remain in the pan after draining it that way.
(that plug does have a hex head, but you have to look closely ... I guess it was too close to the flash)
An exhaust bracket interferes with removing the last two oil-pan bolts. To reduce the total parts count in the vehicle, Volvo often uses the same bolt to attach two or more things. In this case, the exhaust bracket and the rear transmission mount. It was necessary to build a transmission cradle, jack the weight off the transmission and remove the mount. Later, getting the bracket back into place and the bolt holes aligned in three components simultaneously was very challenging.
Higher-resolution photographs available upon request.
1993 940 wagon, naturally-aspirated redblock.
Thanks for the info. I plan on doing this sooner or later. I already have the new filter.. I hope it is the right one.
I buy a lot of parts on line for various cars and it's about 50-50 chance you get the right part! They are very sloppy that way.
ain't that the truth. just bought a plus battery-to-starter cable for my 1948 Ford 8N, and it was 2-3 inches too short. this was sold specifically by a vintage tractor parts place, specifically for a early version 8N.
dash to local parts place, they had a 16" AWG 4 starter cable, since its 12V, it doesn't need to be AWG 1
940 transmission fluid flush & filter replacement -- quick & simple, right?
