This site is dedicated to detailing the installation of an all aluminum LS1, V8 engine, and 6speed T56 transmission removed from a 2000 Camaro Z28 and installed in a 1982 Volvo 245 Turbo Wagon.  While this car is not yet running it is well on its way to putting 300 RWHP in a boxy, very utilitarian, Volvo.   Hopefully, with the proper work, the suspension and other drivetrain components will be up to the task of keeping the power firmly planted.

The Transmission

T56 shifter clearance:

This picture shows how far back in the Volvo shifter cutout the OEM T56 sits.  As discussed in the Volvo 240 engine swap manual sold by Jags That Run it sits 2 inches farther back in the tunnel than a T5 or a retrofit T56.  Thus the shifter hole requires cutting.  You will also notice that the driver's side of the tunnel required cutting regardless, because of the reverse lockout solenoid (Driver's side is bottom of picture).  I guess you could remove it and plug the hole.  But, uhhh, me, I'm stupid, and could put the car in reverse at an inopportune time, then cruuuunch, new transmission here we come.  

You will notice the shifter sticks straight up out of the shifter hole.  Unlike the T5 transmission for Camaros it is straight up and down. It is not "tilted" like the Camaro T5 so you don't need to use a Corvette bellhousing, like with the T5, to get it to stick straight out of the Volvo shifter hole.

T56 shifter after cutting:

So after some silliness using an angle grinder fitted with a cutting wheel we have a wide open shifter hole.  So now I'll be having another friend (thanks Marcus) help me weld up a new hole.  In the future those pictures will go here.

Transmission mount:

Here is a picture of the transmission crossmember.  You will notice the original T56 transmission mount resting on a standard 4 cylinder Volvo crossmember.  If you look at page 2-5 of the JTR Volvo 240 series V8 swap book (I know you've bought it already if you are doing a swap, and if you haven't you should) you will see 4 different Volvo transmission crossmembers.  The common 4 cylinder crossmember is second from the right in the photo (I've asked permission to use the photo on this site and hope to hear back).  The "ridge" on the top of the Volvo crossmember was cut off and 3/8" inch sheet metal was welded in for these purposes.  A hole was then drilled through the top (there is already a hole in the bottom of the Volvo's crossmember) to accommodate the bolt you see poking out which is part of the T56's transmission mount.  A nut and washer was then run up the hole and holds the T56 transmission mount to the Volvo's transmission crossmember.

Close up:

If you look closely at this picture you can see two weld seams on each side of the T56's transmission mount.  This is where the Volvo's "ridge" was cut out and a piece of flat sheet was welded in.

Crossmember Bolted to Volvo Chassis with Aluminum Spacer:

Here the crossmember uses the two rearmost holes in the Volvo's frame rails as discussed on page 2-7 and 2-8 in the JTR book (you do have the book right?). The Volvo crossmember was originally 2 bolt holes farther forward on the frame rails.  Per the JTR book only post 1980 Volvo's have the extra frame rail bolt holes farther back in the frame rails.  For earlier cars you have to drill holes in the rail than holes in the Volvo floor to attach nuts to the crossmember bolts.

 I used a crossmember spacer made out of 3/8" aluminum plate.  This let the T56 transmission mount rest comfortably on the Volvo crossmember.  You can also buy Volvo part number 1273105-5 which is a shim made out of 5/16" aluminum.