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Old 08-07-2022, 11:46 AM   #1
HiSPL
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Default Auto trans swap compatibility

There's an '81 245 close to me with a bad auto trans. My junkyard has a pretty nice condition 940 in it right now. Is the AW71 in the 940 a straight swap to the 1981 245? I'm not well versed in the slushboxes...
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Old 08-07-2022, 11:50 AM   #2
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I'm reading that the AW70 came out in 1982. Does that mean the 81 and earlier had a bw?
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Old 08-07-2022, 01:15 PM   #3
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Yes, the BW35 three speed.

The torque converter housing is different but will swap. The AW71 has a longer tail housing for the OD so the front drive shaft will have to be changed. The OD is operated by a button on the shift lever that you don't have but you can just eliminate that. Your '81 had a direct drive cable speedometer and the later 9 series had a digital pickup. Some compromise will need to be made.

Otherwise, it is a direct swap.

I converted a '81 BW35 behind a PRV 6 cylinder to a later 4 cylinder AW70 so anything is possible.
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Old 08-07-2022, 01:19 PM   #4
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You need auto drive shaft from 86 and up 240
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Old 08-07-2022, 01:25 PM   #5
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Originally Posted by TestPoint View Post
Yes, the BW55 three speed.

The torque converter housing is different but will swap. The AW71 has a longer tail housing for the OD so the front drive shaft will have to be changed. The OD is operated by a button on the shift lever that you don't have but you can just eliminate that. Your '81 had a direct drive cable speedometer and the later 9 series had a digital pickup. Some compromise will need to be made.

Otherwise, it is a direct swap.

I converted a '81 BW55 behind a PRV 6 cylinder to a later 4 cylinder AW70 so anything is possible.
Fixed the BW35 is a B18-B20 transmission that begat the AW55 for the B21 - B27 in the 200 series.
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Old 08-07-2022, 01:29 PM   #6
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You need auto drive shaft from 86 and up 240


Both halves because an 81 probably still has the smaller driveshaft.
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Old 08-07-2022, 11:11 PM   #7
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‘81 should have the captive nuts already present in the ‘frame rails’ to move the X-member to the farthest aft set of holes used on redblock gas 4-bangers w/Aw-7x that most -‘80 models lack needing a weld or riv-nut. Be sure to scope that out?
AW-70 240 trans Xmember is the same as m45 & m46, but different from AW-55.

‘81 (& earlier 4-cyl SOHC) exhaust downpipe may not fit (turns upward earlier & hits X-member) with X-member in furthest aft position + alu spacers & bolts used on SOHC 4-cyl 200 series w/AW7x. Most ‘82+ downpipes fit with appropriate support bracket & hardware in the flat triangle flange gasketed style used up to 1991-1992ish on 49-state models?

‘82-‘84 shifter bucket & OD relay & sub harness for OD off lamp should work fine if you want factory there if you don’t just get it up & going with a grooved hacked solenoid $/or inner o-ring missing solenoid or IPD plate?

Late model larger driveline standard ~83-84+ 2.3 EFI models for sure to go with the 7/9 output flange.
Cooling lines from 4 speed 240 or fittings/methods of your devising to lengthen them?

Tail housing and speedometer gear fits the back of the -‘92 AW7x from the AW/BW55, ‘93+ with the roller bearing aren’t compatible with the earlier tail housing or to drive the stock cable speedometer as bolt on/bolt in.
Iirc either the M46 or AW70 82-85 240 speedo cable works?

I *think* the kickdown cable ‘works’ (is this a late ‘81 CA LH1.0 or k-jet/CI plenum intake model?) from the EFI donor or re-used & has sufficient length from AW-55 (be gentle with it snd don’t break tsbs or create a leak they’re usually brittle on a hot weather car and aftermarket aren’t as good and rare bear OE ‘82 k-jet 4speed auto & B21Ft kickdown cables are NLA IIRC?…

Done the conversion a good few times. Nice change with 1-more gear and some 3.91s or something (if it doesn’t have 3,73 already which is fairly decent) so the thing isn’t such a gutless turd like some of the mopar ignition L-cam ‘81-‘82 3-speed cars were/really could be…

B230FT Turbo shift points/stall speed are also nice in the N/a 200 series…some of those AW-70 shift points are real lazy?

If it’s from a later n/a 940, you probably want some 4.10 gears to use the lockup function on the incredibly lazy shift point AW70/71L trans effectively?

Idk what else? a picture guide & subtle variations is often helpful doing the BW/AW55 —->4 speed auto swap…still plenty of little subtle bits to get it all in there and working no fuss, but well worth it & way easier than a manual swap / many parts are compatible between AW/BW55 (tho subtle variations thru the years even with the BW/AW55 being essentially 3/4ths of an AW-70?…).

That said, the OD unit is essentially in the deeper converter housing on those, idk what Testpoint is on about about the tail housing?

So, if the 940 is -‘92 you should be able to use the trans, broadly?
But you probably need a large driveline ~‘83+240 + ideally kickdown cable to nab everything else from to get it all working nicely like a factory ‘82 B21F 4 speed auto model(ish)?

Getting a little challenging to piece all that together to be functionally basically like an ‘82 B21F factory 4 speed auto model, even if it is just recombining the factory junk drawer…
…even if you aren’t real picky about total #s matching & it takes a few donors / just raw function…?

@ least there are still relatively inexpensive factory junk drawer recombine ‘options’ to accomplish that swap?
Try finding the custom NLA Dutch company that did the bellhousing & column shift stuff for pushrod to AW7x OD trans and a 16V AW72L & its shift points that work good in a D-cam B20 in a lighter car you want the wife to be able to drive or you want to be able to drive with the 20+ years newer pretty reliable Toyota/Aisin junk drawer in hideous traffic/think about where you’re going & just use as a utility vehicle? Talk about a much longer road to get there and no (factory) 4 speed auto option/adapted decent quality BW thing, but meant for fuel sucking yank(ee)-tank V8 American iron that was torquey and already fuel thirsty to begin with as most full automatic wet clutch trans were in those days…

…amazing Volvo got the BW-35 3 speed auto adaptation working as good as they did on the B18/B20 models ‘65-‘75 for the USA market…
…supposed to be in your slant six or 318 mopar of the era or the like?

More info/details would help and you probably need a few Volvo donors & basic line flaring or crimping abilities or wire crimping abilities broadly to get it all in there & working decent, but it fits the motor/car/trans tunnel, sure?

In terms of cost, easier than the manual swap and larger junk drawer as that trans comes in stuff besides the Volvo & manual trans Volvo donors have dried up considerably & pedal box & dashboard can stay in it, but kind of fussy/lots of details?
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Old 08-08-2022, 12:06 AM   #8
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"AW-70 240 trans Xmember is the same as m45 & m46, but different from AW-55."

So the m47 is the only 240 transmission that has a different crossmember?
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Old 08-08-2022, 12:36 AM   #9
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"AW-70 240 trans Xmember is the same as m45 & m46, but different from AW-55."

So the m47 is the only 240 transmission that has a different crossmember?
There are several 200 trans X-members?
4-cyl gas M45/46/AW-70 (uses longer bolts & alum spacers tho?). -‘80 M4x has hole in the little gusset/triangle brace piece clutch return spring?
V6 auto. (Always AW/BW55 if auto in 200 series, never got a 4 speed auto).
I forget about V6 manual but I’ve had a couple? Iirc same as 4cyl but slid all the way forward?
Diesel that grabs 3 bolts per side slid slightly farther back/alternate mount in forget (Diesel engine is slightly farther forward & has different shifter bracket on M46 diesel 200 models as well as longer driveline on those.
M47 4cyl with the vibe isolators / rubber mounts slid a little farther back than M46 but not as far back as AW-7x & wider hole spacing In the ‘in between’ position
BW/AW-55 4cyl.

Unsure about diesel AW55 models in 200s…been a while? Not really any more efficient than a gasser / way gutless with the 3-speed other than smog exempt & perfectly balanced inline 6 w/more sound deadening, what’s the advantage?
Seen so few of those cars…kind of rare?
If you were a skin flint 82hp diesel driver & bought a diesel back when diesel was cheap, you usually bought it with a manual & diesel models were GL/upper trim level models up to 84.5 or so & got M46 OD trans standard even in ‘80 IIRC?
Obviously, OD manual trans & power locks standard with the big dashboard/other face lift ‘81+ on 200 models…

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Old 08-08-2022, 10:15 AM   #10
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That said, the OD unit is essentially in the deeper converter housing on those, idk what Testpoint is on about about the tail housing?
I went to a great deal of effort to find a tail housing to convert the tail piece on the later model AW70 with the electronic speedometer pickup to a '82-'83 AW70 with the cable drive. And yes, it bolted right up the later transmission. It never occurred to me that the tail piece off the BW55 would work also.

Great write up on the details of the conversion. Perhaps repost all under a specific title for easier search access.
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Old 08-08-2022, 11:41 AM   #11
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Yes, the BW35 three speed.

The torque converter housing is different but will swap. The AW71 has a longer tail housing for the OD so the front drive shaft will have to be changed. The OD is operated by a button on the shift lever that you don't have but you can just eliminate that. Your '81 had a direct drive cable speedometer and the later 9 series had a digital pickup. Some compromise will need to be made.

Otherwise, it is a direct swap.

I converted a '81 BW35 behind a PRV 6 cylinder to a later 4 cylinder AW70 so anything is possible.
the converter housing will not swap, because overdrive is in the front of the transmission and they extended that part of the bellhousing to hold the OD unit.
unless you eliminated the od unit (and that would cause other problems than just no overdrive) on the aw70, you did not just flip a 3 speed bellhousing over to a 4 speed. or you had a 4 speed already.

fwiw the 3 speed bellhousing looks a lot like a miniature AW341 bellhousing.

output shaft stuff will likely swap over, but I will defer to other folks on that.. there are some running changes depending on the year of transmission that could prevent a direct swap, but yeah. odds are kickdown will function much the same, drumming up a later 240 driveshaft would help, and you can wire up the od with a regular relay if you so choose (or do the o-ring/blockoff mod depending on what's desired).
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Old 08-08-2022, 03:03 PM   #12
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Originally Posted by Kjets On a Plane View Post
‘81 should have the captive nuts already present in the ‘frame rails’ to move the X-member to the farthest aft set of holes used on redblock gas 4-bangers w/Aw-7x that most -‘80 models lack needing a weld or riv-nut. Be sure to scope that out?
AW-70 240 trans Xmember is the same as m45 & m46, but different from AW-55.

‘81 (& earlier 4-cyl SOHC) exhaust downpipe may not fit (turns upward earlier & hits X-member) with X-member in furthest aft position + alu spacers & bolts used on SOHC 4-cyl 200 series w/AW7x. Most ‘82+ downpipes fit with appropriate support bracket & hardware in the flat triangle flange gasketed style used up to 1991-1992ish on 49-state models?

‘82-‘84 shifter bucket & OD relay & sub harness for OD off lamp should work fine if you want factory there if you don’t just get it up & going with a grooved hacked solenoid $/or inner o-ring missing solenoid or IPD plate?

Late model larger driveline standard ~83-84+ 2.3 EFI models for sure to go with the 7/9 output flange.
Cooling lines from 4 speed 240 or fittings/methods of your devising to lengthen them?

Tail housing and speedometer gear fits the back of the -‘92 AW7x from the AW/BW55, ‘93+ with the roller bearing aren’t compatible with the earlier tail housing or to drive the stock cable speedometer as bolt on/bolt in.
Iirc either the M46 or AW70 82-85 240 speedo cable works?

I *think* the kickdown cable ‘works’ (is this a late ‘81 CA LH1.0 or k-jet/CI plenum intake model?) from the EFI donor or re-used & has sufficient length from AW-55 (be gentle with it snd don’t break tsbs or create a leak they’re usually brittle on a hot weather car and aftermarket aren’t as good and rare bear OE ‘82 k-jet 4speed auto & B21Ft kickdown cables are NLA IIRC?…

Done the conversion a good few times. Nice change with 1-more gear and some 3.91s or something (if it doesn’t have 3,73 already which is fairly decent) so the thing isn’t such a gutless turd like some of the mopar ignition L-cam ‘81-‘82 3-speed cars were/really could be…

B230FT Turbo shift points/stall speed are also nice in the N/a 200 series…some of those AW-70 shift points are real lazy?

If it’s from a later n/a 940, you probably want some 4.10 gears to use the lockup function on the incredibly lazy shift point AW70/71L trans effectively?

Idk what else? a picture guide & subtle variations is often helpful doing the BW/AW55 —->4 speed auto swap…still plenty of little subtle bits to get it all in there and working no fuss, but well worth it & way easier than a manual swap / many parts are compatible between AW/BW55 (tho subtle variations thru the years even with the BW/AW55 being essentially 3/4ths of an AW-70?…).

That said, the OD unit is essentially in the deeper converter housing on those, idk what Testpoint is on about about the tail housing?

So, if the 940 is -‘92 you should be able to use the trans, broadly?
But you probably need a large driveline ~‘83+240 + ideally kickdown cable to nab everything else from to get it all working nicely like a factory ‘82 B21F 4 speed auto model(ish)?

Getting a little challenging to piece all that together to be functionally basically like an ‘82 B21F factory 4 speed auto model, even if it is just recombining the factory junk drawer…
…even if you aren’t real picky about total #s matching & it takes a few donors / just raw function…?

@ least there are still relatively inexpensive factory junk drawer recombine ‘options’ to accomplish that swap?
Try finding the custom NLA Dutch company that did the bellhousing & column shift stuff for pushrod to AW7x OD trans and a 16V AW72L & its shift points that work good in a D-cam B20 in a lighter car you want the wife to be able to drive or you want to be able to drive with the 20+ years newer pretty reliable Toyota/Aisin junk drawer in hideous traffic/think about where you’re going & just use as a utility vehicle? Talk about a much longer road to get there and no (factory) 4 speed auto option/adapted decent quality BW thing, but meant for fuel sucking yank(ee)-tank V8 American iron that was torquey and already fuel thirsty to begin with as most full automatic wet clutch trans were in those days…

…amazing Volvo got the BW-35 3 speed auto adaptation working as good as they did on the B18/B20 models ‘65-‘75 for the USA market…
…supposed to be in your slant six or 318 mopar of the era or the like?

More info/details would help and you probably need a few Volvo donors & basic line flaring or crimping abilities or wire crimping abilities broadly to get it all in there & working decent, but it fits the motor/car/trans tunnel, sure?

In terms of cost, easier than the manual swap and larger junk drawer as that trans comes in stuff besides the Volvo & manual trans Volvo donors have dried up considerably & pedal box & dashboard can stay in it, but kind of fussy/lots of details?
My 81 245 that I picked a few months back, I assumed it had the bw55. Someone swapped an aw70 from a 240 w/ mechanical speedometer. It did have the captive nut already. Saved me the time of adding a riv nut. He definitely would need the -92 aw trans to make it all work.
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Old 08-08-2022, 05:29 PM   #13
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^
Most ‘81+ MY have the holes/weld-in captive nuts, but not all, all -‘80 MY do not in my experience?
Probably part of the running face lift updates to get ready for the 4 speed auto & strengthen the cars s little more for the heavy Diesel engine &/or turbo power?

Some ‘81 downpipes work with the 4 speed auto, but not all / some turn upward too early & hit the trans X-member in the farthest aft AW7x 4cyl location.

BW/AW55 tail housing swaps onto -‘92 AW7x no problem for provisions for the mech speedo used on 200 series -‘85.
The electronic speedometer can be used snd ODO gear *can* be made to work reliably, but dans lambda light / heated reliable Bosch 02 sensor installed the ‘81-‘85 speedo has been most reliable/least unreliable POS of the speedo/ODO heads used in 200 series for me?

The cable getting cooked (lazy slap dicks don’t route it right or reinstsll it right with all heat shields?) , kinked around or molested &/or frayed or run dry or grease is quite another matter on leaky Volvos with ****-tastic engine/trans mounts
Not all tail or ‘extension housing’ as Volvo calls it have the holes drilled & tapped for V6 mount, if that matters?

The shaft & extension housing is Vol-void specific on that trans.

It’s definitely doable & K-jet as well as LH1.0 B21F (& F-MPG) came with the OD trans in ‘82 (I *think* I’ve seen a late ‘81 LH-1.0 CA fuel sipper w/AW70 that looked factory (but if someone like me swapped it it could also have been a ‘swap’ that looked identical to a factory ‘82 / barely even socket or wrench marks in the undercoating in the bolts/ no dirt or scratches or dents ideally?, but iirc the OD auto trans was a ‘new’ feature in my ‘82 sales brochure for certain models (but not/except for the top of the line V6 they were about to cancel for the ‘new’ for ‘83 MY 760 model, funnily enough? , so idk?

Or some stripper K-jets 49-state ‘82 245DLs that were utterly gutless with the 3-speed, L-cam & tall federal 55mph cruise/minimal windage stirring with the engine at higher RPMs emissions rear axle (3.54 or 3:73 I forget…I think 3:73 with a gutless B21F L-cam & 185R-14 wagon sized tires ?…totally gutless/hopeless even if the engine was tight/healthy & mopar box map sensor & dist was tight and working right!), but lots of little subtle pieces to the puzzle & differences to actually make it work right & get the benefits & factory fit/maximal low fuss longevity from it…

…also helps to pick the Toyotas a little for some better quality parts here and there for that trans/lazy Swede / Vol-void adaptation of it…
Iirc only the Toyota 03-71LE version has some bleed-off for the cooler circuit & can actually tow some real weight worth a damn safely in 3rd with a 4.56 Toyota 8” axle spinning the pump faster and putting less load on the trans…

Gone are the days of redundant tail shaft pumps & the giant Sachs made torque converter clutches on the ZF trans that share more parts with their big brother truck, SUV & medium duty bretheren that can he pull started, safely towed with the driveline installed, run an aux PTO generator that can power the cabin even if the engines dead &/or air brakes even if the engine or one axle shaft on the full floater is busted (rescue tows ain’t / don’t come cheap with a boom/fully loaded chipper truck, so if you can hillbilly tow it with your -‘97-Y2k depending (all the later ones are junk) Internatinal 7.3, 300-6 &/or EFI 460 F350/450/550 ‘small’ light truck with someone in the dump truck that has power steering & brakes it can save a TON of $.

Or in your diesel Volvo with ZF auto trans recombine???

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Old 08-08-2022, 08:27 PM   #14
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Wow. Great info everybody.

Somebody got to that 245 before I did, so it's their problem now, but it was a good looking 81 with an excellent interior and looked straight in the pics. They were asking 500.

It needed a trans and the paint polished up and would have been a Bring-a-trailer special. Heck it's probably on its way there now.
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Old 08-08-2022, 09:23 PM   #15
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Probably leave TX & headed into better hands?
Problem?
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Old 08-11-2022, 12:22 AM   #16
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If you're swapping the BW55 for an AW7*, you may also need the shift lever from a 240 with the AW7*, plus the shift rods. The 3-speed shift lever is somewhat different.

Pic stolen from Angus242164 - 3-speed lever is on the left.
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Old 08-11-2022, 02:23 AM   #17
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^Can get it up and running on your existing AW/BW55 lever & bucket & just swap the arm + linkage & leave the AW/BW55 bucket in the car, but yes, at minimum, swap the trans tunnel lever arm + linkage...
...bit tricky to tilt or wriggle the arm off the bucket with it in the car but totally doable and less time than wiring it all up initially, but DEFINITELY less time just to get it up and going if you weren't planning on digging in the dash/under the carpet etc?

If you want to swap the later AW7x OD trans bucket & sub-harness to have proper 'OD off' function to the later OD trans, that's works too?

But the labels on the cover/gear positions & lever travel is the same between AW/BW55 & AW7x...
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