1984 Volvo 240 problems

General information about Volvo-240
Overview of popular issues
Analysis of common problems
Сomplaints list

The Volvo 200 Series (or 240 and 260 Series) is a range of mid-size cars produced by Swedish company Volvo Cars from 1974 until 1993, with more than 2.8 million total units sold worldwide. Like the Volvo 140 Series (1966 to 1974), from which it was developed, it was designed by Jan Wilsgaard.

The series overlapped production of the Volvo 700 Series (1982 to 1992). As the 240 Series remained popular, only the 260 Series was displaced by the 700 Series, which Volvo marketed alongside the 240 for another decade. The 700 was replaced by the 900 Series in 1992, a year before the 240 was discontinued. Production of the 240 ended on 14 May 1993, after nearly 20 years, with the basic platform and architecture lasting 27 years, if the production run of the original 140 Series is aggregated.

History

The Volvo 240 and 260 series were introduced in the autumn of 1974, and was initially available as six variations of the 240 Series (242L, 242DL, 244DL, 244GL, 245L and 245DL) and two variations of the 260 Series (264DL and 264GL). The 240 Series was available as a sedan (with two or four doors) or a station wagon, however, the 260 Series was available as a coupé (262C Bertone), two-door sedan, four-door sedan, or station wagon. The 200 looked much like the earlier 140 and 164, they shared the same basic body shell and were largely identical from the cowl rearward. However, the 200 incorporated many of the features and design elements tried in the Volvo VESC ESV in 1972, which was a prototype experiment in car safety. The overall safety of the driver and passengers in the event of a crash was greatly improved with very large front and rear end crumple zones. Another main change was the new engines offered, which were of an overhead cam design based on the earlier B20. The 260 series also received a V6 engine in lieu of the 164's inline-six.

The 200 Series had MacPherson strut-type front suspension, which increased room around the engine bay, while the rear suspension was a modified version of that fitted to the 140 Series. The steering was greatly improved with the introduction of rack-and-pinion steering, with power steering fitted as standard to the 244GL, 264DL and 264GL, and there were some modifications made to the braking system (in particular the master cylinder).

The front end of the car was also completely restyled with a "shovel nose" which closely resembled that of the VESC prototype vehicle – that being the most obvious change which made the 200 Series distinguishable from the earlier 140 and 160 Series. Other than all the changes mentioned above, the 200 Series was almost identical to the 140 and 160 Series from the bulkhead to the very rear end. In 1978, a facelift meant a redesigned rear end for sedans, with wraparound taillights and a trunk opening with a lower lip. The dashboard was derived from the safety fascia introduced for the 1973 model year 100 Series - the main change for the 200 Series was the adoption of slatted "egg crate" style air vents in place of the eyeball style vents used in the 140/160 and the square clock. All models were available with a choice of four-speed manual or a three-speed automatic transmission. Overdrive was also optional on the manual 244GL, while a five-speed manual gearbox was optional on the 264GL and 265GL.

In the autumn of 1975 (for the 1976 model year in America), the 265 DL estate became available alongside the existing range, and this was the first production Volvo estate to be powered by a six-cylinder engine. The choice of gearboxes was also improved, with overdrive now available as an option in all manual models except the base-model 242L and 245L. As before, a three-speed automatic was optional in every model. The B21A engine gained three horsepower; a new steering wheel and gearknob were also introduced.

At the 1976 Paris Motor Show Bertone first showed the stretched 264 TE, a seven-seat limousine on a 3,430 mm (135.0 in) wheelbase, although it had entered production earlier. The raw bodies were sent from Sweden to Grugliasco for lengthening, reinforcing, and finishing. Carl XVI Gustav of Sweden used one, as did much of East Germany's political leadership.

For 1977 the B19A engine with 90 PS (66 kW) replaced the B20A in most markets, although the old pushrod type soldiered on for another two years in some places. This is also the year that the sportier 242 GT arrived.

In 1978 the grille was altered, now with a chrome surround. Rear view mirrors were now black, while the front seats were changed as were the emblems, while interval wipers were introduced. 1978 models were also the first 240s to receive a new paint formula, to help solve the severe rust problems in previous model years.

The 1979 model year brought a full facelift front and rear, the most obvious change being the adoption of flush fitting square headlamps on the DL or rectangular headlamps on the GL, GLE in place of the recessed circular units. The sedans received new wraparound rear lamp clusters and a restyled leading edge to the trunk lid, while the rear of the wagons remained unchanged. The GLE was added while the L was cancelled, and the six-cylinder diesel arrived late in the year. For 1980, the sporty GLT arrived, replacing the GT. For 1981 there was yet another new grille, while the station wagons received new, wraparound taillights. The B21A gained some four horsepower, now 106 PS (78 kW), while the carburetted B23A with 112 PS (82 kW) was introduced in some markets. The Turbo arrived, while six-cylinder models now had a more powerful 2.8-liter engine. 1981 also saw the dashboard altered significantly, which a much larger binnacle in order to bring the radio and clock within the driver's line of sight. The instrument pod itself, which had been unaltered since the 1973 model year 100 Series, was also redesigned.

Incremental improvements were made almost every year of the production run. One of the major improvements was the introduction of the oxygen sensor in North America in late 1976 (1977 models), which Volvo called Lambda Sond and developed in conjunction with Bosch. It added a feedback loop to the Jetronic fuel injection system already in use, which allowed fine-tuning of the air and fuel mixture and therefore produced superior emissions, drivability and fuel economy.

For the 1983 model year, Volvo dropped the DL and GLE labels, selling the cars simply as 240s. In the domestic Swedish market, the 240 could be had with a 2.1 or 2.3-liter engine (more options were available in export), but the bigger engine always came coupled with a five-speed transmission and tinted windows. The 1983s also received wider side trim and all models had the larger taillights introduced on the previous year's GLT model. A B23E-engined GLE variant was also added (not available with two doors). Buyers protested against the lack of grades and they returned for 1984. A new manual gearbox also arrived for 1984, while a four-speed automatic option was available in the GL. The GLT and Turbo versions received a taller grille.

While Volvo had been planning to discontinue the 200-series since the early 1980s, the design kept selling well and Volvo provided steady updates. In late 1991, for the 1992 model year, it received 160 detail improvements including changes to the heater controls, heated rear view mirrors, and revised front seats. For the final, 1993 model year, air conditioning units were upgraded to use R-134a rather than the ozone-depleting R-12 (Freon).

About one-third of all 240s sold were station wagons, which featured very large cargo space of 41 cubic feet (1.2 m3). They could be outfitted with a rear-facing foldable jumpseat in the passenger area, making the wagon a seven-passenger vehicle. The jumpseat came with three-point seat belts, and wagons were designed to have a reinforced floor section, protecting the occupants of the jumpseat in the event of a rear-end collision.

A 1993 Volvo 240DL was driven by IKEA founder Ingvar Kamprad, who stopped driving it when he was told the car was too dangerous due to outdated safety design two decades later.

The last 200 produced was a blue station wagon built to the Italian specification and named the "Polar Italia", currently displayed at the Volvo World Museum. It was manufactured the 14th May 1993.

Social links

Common 1984 Volvo 240 problems

The Volvo 240, produced between 1974 and 1993, is known for its robust construction and longevity. However, several common issues have been reported by owners over the years. Here are some of the most frequently mentioned problems, based on the search results provided:

Flame Trap System (1976-1993 240 Models): Volvo's flame trap system, used instead of the more common PCV system, has been a source of frustration for 240 owners since its introduction in 1976. The system is prone to clogging and oil leaks, which can cause idle problems and reduced performance.
OD Relay, Wiring, Switch, and Solenoid (1975-1988 240 Models): The overdrive system in 240 models has been criticized for its complexity and susceptibility to issues. The most common problem is the disconnection of the OD button wires from the switch, which can occur when the shift knob is accidentally pulled off. Failure of the OD wires, switch, and solenoid can also contribute to unreliable engagement of the overdrive.
Engine and Transmission Mounts (All 240 Models): The safety-related design of the engine and transmission mounts in the Volvo 240 can lead to an unusually short lifespan for these parts, requiring regular inspection and replacement.
Worn Air Intake Hose and Air Box Thermostats (1982-1993 240 Models): The large plastic accordion-style intake hose in 240 models with Bosch LH electronic fuel injection can wear through over time, allowing unfiltered and unmetered air to enter the engine. This can cause erratic behavior and running lean. Additionally, the air box thermostat can fail in the open position, allowing superheated air to be drawn into the engine, reducing performance and shortening the life of the air mass meter.
Fuel Injection Relay (1978-1985 240 Models): The main fuel pump relay in 240 models can be susceptible to corrosion and failure, which can lead to intermittent or no start issues.
Fuse Box Corrosion and Electrolysis (All 240 Models): The main fuse box in the Volvo 240 is located in the driver side kick panel and can suffer from corrosion due to water intrusion and electrolosis from the small contact area of European ceramic style fuses. Regular cleaning and maintenance are recommended to prevent problems.
Heater Blower Motor (1975-1993 240 Models): The heater blower motor in the Volvo 240 is located deep within the dash, making replacement a time-consuming process. The motors are generally of decent quality, but failure can still occur, requiring 3-4 hours of labor for an experienced mechanic to replace.
Seat Lumbar Support Systems and Bottom Seat Cushion Support Grid (1975-1993 240 Models): The lumbar support systems in 240 seats are known to fail between 50,000 and 100,000 miles, while the bottom seat cushion support grid can also weaken, causing difficulty seeing over the steering wheel.

These issues are not exhaustive and may not apply to all Volvo 240 models. However, they represent some of the most common problems reported by owners and enthusiasts. Regular maintenance and inspection can help prevent or mitigate these issues, ensuring the longevity and reliability of the Volvo 240.

Are old Volvo 240s reliable?

8 Robust And Ultra-Reliable

Being the first manufacturer to fit 999,999 mph odometers to its cars, Volvo was underlining its vehicle's potential for longevity, and thanks to many galvanized parts, excellent build quality, and almost bomb-proof mechanicals, the 240 continues to spin those digits.

How much is a 1985 Volvo 240 worth?

The Volvo 240 1985 prices range from $2,860 for the basic trim level Sedan 240 GL to $5,280 for the top of the range Wagon.

How long will a Volvo 240 last?

I have several 240 customers with well over 300k miles and they still run like a brand new car. Most of their interiors have seen better days, as dash and console cracks, door panels coming apart etc are common fair. The drive train however, if taken care of even a little bit it will last a long, long time.

How much horsepower does a 1984 Volvo 240 have?

1984 Volvo 240 Overview

Available powertrain includes a standard 111 horsepower, 2L NA I4 single overhead cam (SOHC) 8V engine and 4-Speed Automatic transmission. It gives mileage of 18 MPG in city and 23 MPG on highway. The 1984 Volvo 240 comes with RWD.

Are old Volvo 240s reliable?

8 Robust And Ultra-Reliable

How long will a Volvo 240 last?

Is the Volvo 240 a safe car?

More than anything else, it was the car's crash safety properties combined with the fine driving characteristics which attracted attention when the car appeared on the market the world over. for Highway Safety, IIHS, cited the Volvo 240 Estate as the safest car on the American market.

How much horsepower does a 1984 Volvo 240 have?

1984 Volvo 240 Overview

1984 Volvo 240 car problems categorized by type of issue

After analyzing all complaints sent to the NHTSA and researching popular Volvo 240 problems, we found that the most common problems with these 2023 model year vehicles are:

Structure problems
Fuel system problems
Other problems
Equipment problems
Electrical system problems

The graph below shows statistics for all 1984 Volvo 240 vehicle components and the number of complaints received.

1984 Volvo 240 complaints

The NHTSA has received 6 complaints about various vehicle components related to the 1984 Volvo 240.

2003-01-19

FUEL SYSTEM, OTHER,EQUIPMENT PROBLEM

Date Of Incident: 2003-01-15
VIN: YV1AX8851E1
Components: FUEL SYSTEM, OTHER,EQUIPMENT
Summary: I WENT TO THE MIDAS AUTO SHOP LOCATED ON 8888 JAMACHA ROAD TO GET MY BRAKE SYSTEM BLED. WHEN I GOT THERE, THE MANAGER, NANCY, SAID THAT I NEEDED TO GET A THOROUGH BRAKE INSPECTION BEFORE GETTING ANYTHING DONE. I CONSENTED, AND SIGNED A CONSENT FORM. NOTE: PRIOR TO GOING TO THE AUTO SHOP, MY CAR WAS IN TOP RUNNING CONDITION, EXCEPT FOR THE BRAKE PROBLEM. AS SOON AS THE BRAKE INSPECTION WAS COMPLETED, NANCY TOLD ME THE OTHER "PROBLEMS" THAT MY CAR HAD TO GET FIXED IN ADDITION TO THE BRAKE SITUATION. IN ADDITION TO THAT SHE SAID THAT THE WHOLE BRAKE BLEEDING PROCEDURE AND THE REPLACEMENT OF A MASTER CYLINDER WOULD COST WAY MORE THAN I EXPECTED IT TO, SO I DECLINED TO GET MY CAR SERVICED BY THEM (MIDAS). I PAID THE $19.99 INSPECTION FEE AND LEFT THE AUTO SHOP. ABOUT A MILE AWAY MY CAR STOPPED RUNNING. I TRIED TO RESTART IT, BUT IT WOULDN'T DO SO. I THEN OPENED THE HOOD TO CHECK WHAT COULD BE WRONG. I NOTICED A HOSE HANGING LOOSE BEHIND THE POWER STEERING COLUMN. IT HAD A CLEAN CUT ABOUT A HALF AN INCH LONG AT THE END. I ALSO SAW A CONNECTOR WITHOUT A HOSE CONNECTED TO IT. I KNEW THEN THAT SOMETHING WAS SUSPICIOUS ABOUT THE "INSPECTION" DONE AT MIDAS. THE HOSE THAT WAS CUT WAS IN GOOD CONDITION. IT WAS IN NO WAY DRY OR BRITTLE, AND COULD NOT HAVE FALLEN OFF ON ITS OWN. IT WAS A VACCUM HOSE CONNECTION THAT AIDED IN THE INTAKE OF AIR TO THE CARBUREATOR. WHEN IT WAS DISLOCATED FROM ITS JOINT CONNECTOR, NO AIR WENT THROUGH TO THE CARBUREATOR, THUS MAKING MY CAR STALL FOR LACK OF A GOOD AIR/FUEL MIX. I AM THOROUGHLY DISGUSTED WITH THIS INCIDENT AND I AM ACTIVELY SEEKING LEGAL CONSULTATION ABOUT THIS MATTER.

Add Complaint

1997-01-06

ELECTRICAL SYSTEM PROBLEM

Date Of Incident: 2024-11-24
Components: ELECTRICAL SYSTEM
Summary: FRONT WIRING HARNESS MALFUNCTIONED. *AK

Add Complaint

1996-06-05

STRUCTURE PROBLEM

Date Of Incident: 1996-05-28
Components: STRUCTURE
Summary: BODY RUST.

Add Complaint

1996-05-01

TIRES PROBLEM

Date Of Incident: 1996-05-01
Components: TIRES
Summary: MICHELIN TIRE TREAD SEPARATION. *DSH

Add Complaint

1995-12-28

SUSPENSION PROBLEM

Date Of Incident: 1995-06-25
VIN: YV1AX8847E1
Components: SUSPENSION
Summary: DRIVERS FRONT STRUT BROKE. *DSH

Add Complaint

1994-12-24

STRUCTURE PROBLEM

Date Of Incident: 1991-12-01
VIN: UNK
Components: STRUCTURE
Summary: PANEL UNDER DRIVER SEAT ACCUMULATES WATER, CAUSING FLOOR TO RUST/BOLTS ATTACHED TO SEAT TRACK TO DISCONNECT/SEAT TO FAIL. *SKD

Add Complaint

Additional sources

More sources of information about 1984 Volvo 240 problems:

Common Issues With The Volvo 240 | Volvo Owners Forum

https://www.volvo-forums.com/threads/common-issues-with-the-volvo-240.29045/

Dec 2, 2009 ... Common Issues With The Volvo 240 · 1. rust â€" its hard to replace parts when the hardware is fused together, holes in the floorboards, etc. · 2.

240 General: - Looking for a 240 - Common Problems? - Volvo ...

https://www.volvoforums.org.uk/showthread.php?t=149502

Mar 31, 2012 ... The common rust issues seem to be the rear wheel arches, front cills, and particually prone, the slam panel under the tailgate and behind the ...

Question: how reliable is a 240? : r/Volvo240

https://www.reddit.com/r/Volvo240/comments/ut4vl5/question_how_reliable_is_a_240/

May 19, 2022 ... ... volvo redblock engine ... I've had no mechanical issues, with the main issue I've encountered being odometer problems ... I daily drive a 1984 240 ...

Top 10 Common Issues with Volvo 240 Models

https://www.ipdusa.com/Articles/588/Top-10-Common-Issues-with-Volvo-240-Models

Mar 11, 2011 ... The most common failure is overheating of the main 12V power connection to the point that the solder joint fails. This is usually caused by a ...