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All you need to know about the M90

question about the oil:

I ordered 2 liter of Volvo Gearbox oil for the M90/M56 etc, p/n 1161645.
On the bottle the part number is "1161645" and: M45/M46/M47, M56, M59, M90 and some mitsu box, up to 1995. Other properties seem to be the same, lowest flowing temp at least -48C etc. (data from the top of my head, maybe M45 wasn't included, but i definitely remember that it said 1995) The can has a new 'design' too (wooohoo!).
Seems to me like its the right oil, or does someone know more about this change?
 
JW240 said:
question about the oil:

I ordered 2 liter of Volvo Gearbox oil for the M90/M56 etc, p/n 1161645.
On the bottle the part number is "1161645" and: M45/M46/M47, M56, M59, M90 and some mitsu box, up to 1995. Other properties seem to be the same, lowest flowing temp at least -48C etc. (data from the top of my head, maybe M45 wasn't included, but i definitely remember that it said 1995) The can has a new 'design' too (wooohoo!).
Seems to me like its the right oil, or does someone know more about this change?
Click to expand...
Yes, that is the correct one.

I found out about the change just a little while ago as well: http://forums.turbobricks.com/showpost.php?p=2303034&postcount=121
 
Hi i have just fitted up a M90 gearbox for the first time in a 240 but cannot get 5th or reverse gears box had been taken apart by a so called gearbox specialist who has gone out of buisness to weld stop ring and a general check im pulling it out tomorrow any ideas whats gone wrong as it had all gears 6x before it went off for rework.

Thanks
 
JW240 said:
yeah, i knew the number changed, but the strange thing is that it says till 1995, and with the old boxes (old canisters said 1994/1995+ and without M4x boxes....).
Click to expand...
It is because the canister is made for an international market (and the 940's were not sold on the American continent after late 1994 as you know). It is made that way not to confuse people everywhere else.

JW240 said:
maybe they discovered (or assumed) that the old boxes can take this stuff as well.
Click to expand...
Yeah. This oil is better and makes the older M4x gearboxes more quiet (but the older boxes will be heavier to shift I think).
 
frpe82 said:
The clutch setup is hydraulic. It will never press too hard on the pressure plate.

And if you were not able to fit two washers behind the pivot ball, then how thick were those washers?
Click to expand...

Whoops, I erred in that post. I just took a look at the M90 and I did use 2 washers. They total about 3mm.

What I meant about the release bearing being pressed against the pressure plate was that when I test assembled everything except the hydraulics, the release fork was angled forward to where it pressed against the front part of the rubber dust cover on the trans case. This in turn pressed the release bearing against the pressure plate release fingers.

I trimmed the rubber dust cover slightly to relieve some pressure. I won't say the release bearing is now forced against the fingers but it is being held against the fingers by the rubber dust cover.

Sorry if I'm not being clear or trying too hard to be clear, long day.
 
Keke..s'ok Fred. :) Kinda comes with the territory occasionally when you're a full-time fact fountain :rofl:

Ah great...so Volvo now say you can use 10w40, ATF, and now their own gearbox oil in an M4x? I wonder if vinegar is ok too? :rofl:

cheers

James
 
I put redline heavy duty schock proof gear oil in mine.

It will either **** the bearings or make it way stronger.:rofl: Hopefully I'll know which within the next month.

Ozworldwide,

not much of the actual gear cluster needs to come apart to to the stopring mod. Some of the selector forks do though. 5th and reverse share a fork. Something is likely binding.
 
I've been busy fitting my dog dish flywheel and diesel clutch. Everything went back together ok but I needed to space the pivot ball by about 4mm. I went for 2mm to start with and the piston was trying to get out of the slave cylinder. Another 2 washers and it seems ok and the clutch starts biting 1/3 of the way up.
 
I was talking to Mr. Borrie about his M90, and we talked about the Pilot Bearing ( toplager ), I haven't read anything about it here in this thread.

But I know for sure the M46/M47 pilotbearing is too small. And the M90 one for sure is different !!
I measured it;
Inside diameter for the M46 bearing; 14.95 mm, Inside diameter for the M90 one; 15.12mm doesn't seem to be much of a difference but, there is a difference.



Just for reference, this is a M46 pilotbearing (for me too check if I'm using the correct word).

volvo_181799.jpg
 
M90 has no pilot bearing, there is just a dummy-bearing (solid metal bushing) in the crank to center the clutch alignment tool in. I don't know the dimensions of that dummy bearing.
 
Pilot bearing is the right name, but it indeed doesn't have one. Interestingly (or not...:)), that bushing is metal on turbo cars and plastic on NAs...at least in theory...

cheers

James
 
JW240 said:
M90 has no pilot bearing, there is just a dummy-bearing (solid metal bushing) in the crank to center the clutch alignment tool in. I don't know the dimensions of that dummy bearing.
Click to expand...

Interesting. I was using a spare engine for test assembly of my M90. The spare engine had an AW71 and the crank also had this solid metal bushing which I think helps center the torque converter. It was useful for the the clutch disc alignment tool as you pointed out.

However, in my case, this bushing was loose in the end of the crank and easily removed. I am concerned if I leave it in there it will work part way out of the crank end and contact the clutch disc. Actually it will contact the M90 input shaft first, come to think of it.
 
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