1985 Volvo 240 problems

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

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Common 1985 Volvo 240 problems

Based on the complaints from owners of the Volvo 240 1985 model, several common problems have been identified:

Overdrive System Problems: The overdrive system in 1975-1988 240 models can experience various issues, such as the shift knob accidentally disconnecting the OD button wires, failure of the OD wires, and problems with the solenoid and overdrive itself. These issues can result in unreliable engagement and require regular maintenance to ensure proper function.

Engine and Transmission Mounts: The Volvo 240 is known to go through engine and transmission mounts regularly. These mounts are designed for safety, allowing the engine to move back and under the car in the event of a collision. However, due to this design, they need replacement every 2-3 years to prevent serious damage.

Worn Air Intake Hose & Air Box Thermostats: Models from 1982-1993 with Bosch LH electronic fuel injection can face issues with the intake hose wearing out, leading to unfiltered and unmetered air entering the engine. Additionally, problems with the air box thermostat can result in reduced performance and damage to the air mass meter.

Comfort and Seat Issues: The seats in the Volvo 240 are known for their comfort, especially in terms of adjustable lumbar back support. However, the lumbar support systems commonly fail between 50-100,000 miles, and the bottom seat cushion support grid can also be a weak spot, affecting visibility when it fails.

Electrical Problems: The 1985 Volvo 240 model can experience electrical issues, including problems with the cabin blower motors, rear lights, and dead odometers. These issues can stem from wiring, poor connections, and component failures, affecting the overall functionality of the vehicle.

Rust and Wiring Concerns: Rust is a common problem in older Volvo 240 models, making it challenging to replace parts due to fused hardware and holes in the floorboards. Additionally, wiring issues, particularly in mid-80s models with bio-degradable insulation, can lead to electrical problems under the hood.

These common problems with the Volvo 240 1985 model highlight the need for regular maintenance and attention to specific components to ensure the longevity and reliability of the vehicle.

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.

Are Volvo 240 rare?

Globally, the Volvo 240 is far from a rare vehicle. There were over 2.8 million models built using the 240 designation over its entire run, with a further 177,000 nearly-identical 260s produced during the same period.

Are old Volvo 240s reliable?

8 Robust And Ultra-Reliable

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 long will a Volvo 240 last?

Are Volvo 240 rare?

1985 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:

Electrical system problems
Engine and engine cooling problems
Service brakes problems
Hydraulic problems
Vehicle speed control problems

The graph below shows statistics for all 1985 Volvo 240 vehicle components and the number of complaints received.

1985 Volvo 240 complaints

The NHTSA has received 8 complaints about various vehicle components related to the 1985 Volvo 240.

2004-04-29

ELECTRICAL SYSTEM PROBLEM

Date Of Incident: 2004-01-01
VIN: YV1AX884XF1
Components: ELECTRICAL SYSTEM
Summary: FOLLOWING MULTIPLE BREAKDOWNS FAILED INSULATION ON EXPOSED ELECTRICAL WIRES IN CLOSE PROXIMITY TO THE FUEL INJECTION SYSTEM AND ALTERNATOR WERE FOUND. I BELIEVE THIS TO BE A DANGEROUS SITUATION WHICH COULD LEAD TO FIRE AND HAVE TAKEN THE CAR OFF THE ROAD PENDING REPAIR. I SEARCHED GOOGLE FOR VOLVO BAD WIRING AND CAME UP WITH MANY HITS. THIS APPEARS TO BE A SAFETY RELATED DESIGN FAULT RELATED TO THE TYPE OF WIRE USED ONLY IN CERTAIN YEARS IN THE EARLY 1980'S. EARLIER AND LATER CARS SEEM TO BE OK. IT SEEMS THE WIRE IS NOT HEAT RESISTENT.

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1998-05-14

ELECTRICAL SYSTEM PROBLEM

Date Of Incident: 2024-11-24
VIN: YV1AX8857F1
Components: ELECTRICAL SYSTEM
Summary: POOR WIRE INSULATION FOR ENGINE WIRE HARNESS CRUMBLES AWAY.

Add Complaint

1996-03-19

VEHICLE SPEED CONTROL PROBLEM

Date Of Incident: 2024-11-24
Crash: 1
VIN: YV1AX8851F1
Components: VEHICLE SPEED CONTROL
Summary: WHILE BACKING OUT, WITH FOOT APPLIED TO BRAKE, WITHOUT PRESSING GAS, SUDDENLY ENGINE SURGED THEN ACCELERATED OUT OF CONTROL, HITTING A HOUSE, IN REVERSE. *AK

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1995-07-13

ENGINE AND ENGINE COOLING PROBLEM

Date Of Incident: 1995-07-13
Components: ENGINE AND ENGINE COOLING
Summary: RADIATOR FAILURE.

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1995-07-13

SERVICE BRAKES, HYDRAULIC PROBLEM

Date Of Incident: 1995-07-13
Components: SERVICE BRAKES, HYDRAULIC
Summary: REPLACED BRAKE PAD.

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1995-07-13

POWER TRAIN PROBLEM

Date Of Incident: 1995-07-13
Components: POWER TRAIN
Summary: TRANSMISSION FAILURE. *AK

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1995-07-13

ENGINE AND ENGINE COOLING PROBLEM

Date Of Incident: 1995-07-13
Components: ENGINE AND ENGINE COOLING
Summary: TURBO-CHARGER FAILURE.

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1995-07-13

SERVICE BRAKES, HYDRAULIC PROBLEM

Date Of Incident: 1995-07-13
Components: SERVICE BRAKES, HYDRAULIC
Summary: REPLACED BRAKE ROTOR.

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1985 Volvo 240 recalls

The National Highway Traffic Safety Administration (NHTSA) has issued 1 recalls for different components of the 1985 Volvo 240.

1986-09-15

Manufacturer: VOLVO OF AMERICA CORP.
Components: VEHICLE SPEED CONTROL
Summary: IN THE EVENT OF A LOW SPEED FRONTAL IMPACT, ENGINE MOVEMENT COULD CAUSE THE THROTTLE CABLE SLEEVE TO BE PULLED OUT OF THE ADJUSTING FITTING AND NOT RETURN TO ITS ORIGINAL POSITION OR IDLE POSITION. CONSEQUENCE OF DEFECT: IF THIS OCCURS AN INCREASE IN ENGINE SPEED WOULD RESULT, MAKING CAR DIFFICULT TO CONTROL IN A POST COLLISION ENVIRONMENT, WHICH CAN CAUSE MORE SERIOUS DAMAGE AND/OR INJURIES.
Remedy: REPLACE THROTTLE CABLES.

Additional sources

More sources of information about 1985 Volvo 240 problems:

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 ...

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.

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 ... You'll just want to avoid anything with k-jet fuel injection (anything before 1981, I think), and they had issues with wiring harnesses around ...