1993 Volvo 240 problems
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 1993 Volvo 240 problems
The Volvo 240, produced between 1975 and 1993, is known for its robust build and longevity. However, like any vehicle, it has common issues that owners may encounter. Here are some of the most frequently reported problems with the 1993 Volvo 240, based on owner complaints and expert analysis:
- Odometer/Tripmeter Gear Failure: The odometer in 1986-1993 240 models is driven by a small plastic gear that can split and lose its grip on the drive shaft, resulting in erratic or complete loss of odometer and trip meter function.
- Fuel Injection Relay: The main fuel pump relay can be problematic in 1978-1985 240 models. This component is responsible for controlling the fuel pump, and its failure can lead to starting issues or a non-functioning fuel system.
- Worn Air Intake Hose & Air Box Thermostats: The large plastic accordion-style intake hose that connects the air mass meter to the intake manifold can wear out and develop holes, allowing unfiltered and unmetered air to enter the engine. This can cause erratic behavior and running issues. Additionally, the air box thermostat, which routes hot air from the exhaust manifold to aid in cold start performance, 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.
- Motor & Transmission Mounts: The engine and transmission mounts in the 240 are known to wear out frequently, requiring regular inspection and replacement. These mounts are designed to allow the engine to move back and under the car in the event of a serious head-on collision, contributing to their shorter lifespan.
- Flame Trap System: The flame trap system, used in place of a PCV system, can cause oil leaks and idle problems due to clogging. This system has been problematic since its introduction in 1976 and continues to be an issue in newer Volvo models.
- Heater Blower Motor: The heater blower motor, located in the deepest confines of the dash, can fail and require replacement. This can take 3-4 hours for an experienced mechanic and significantly longer for beginners.
- Lumbar Support Systems: The lumbar support systems in the 240 seats, which offer excellent adjustable back support, are not designed for longevity and commonly fail between 50-100,000 miles. The bottom seat cushion support grid is also a weak spot, causing drivers to struggle when trying to see over the steering wheel when it fails.
- Main Fuses: The main fuse box in the driver side kick panel is susceptible to corrosion from water and electrolosis due to the small contact area of European ceramic style fuses. Regular cleaning and maintenance are required to prevent numerous problems associated with the fuse box.
- Watertight Fuse Holder: For 1982-89 non-turbo Volvo 240 series with LH fuel injection, a watertight fuse holder is recommended to prevent issues related to water intrusion and corrosion.
- Lack of Cup Holders and Storage Space: The Volvo 240 does not have many places to store items or cup holders, which can be an inconvenience for some drivers.
These common issues do not necessarily reflect poor design or manufacturing defects but are aspects to be aware of when owning a Volvo 240. Regular maintenance, inspections, and using Volvo OEM parts can help mitigate these problems and ensure the longevity 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.
What engine is in a 1993 Volvo 240?
2.3 L 4-cylinder1993 Volvo 240 / Engine
How long did the Volvo 240 last?
20 years
On 5th May 1993, after nearly 20 years of huge success and 2,862,573 cars produced (of which 177,402 were 260s), the 240 took its final bow.
How much is a 1993 Volvo 240?
The value of a used 1993 Volvo 240 ranges from $1,315 to $8,589, based on vehicle condition, mileage, and options. Get a free appraisal here.
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.
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 did the Volvo 240 last?
20 years
On 5th May 1993, after nearly 20 years of huge success and 2,862,573 cars produced (of which 177,402 were 260s), the 240 took its final bow.
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.
1993 Volvo 240 complaints
The NHTSA has received 0 complaints about various vehicle components related to the 1993 Volvo 240.
You can leave your car complaint via the special form below.
Negative 1993 Volvo 240 car reviews
Positive 1993 Volvo 240 car reviews
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My fiancé bought this cutie for me as a 'Mothership' to haul my daughters. We named her Greg's Gift and we really miss the security she provided. Our daughter Kelli used 'GG' as her daily driver. Kelli was recently involved in a bad accident and walked away with only a scratch. We would strongly recommend a 240.
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What my car lacked in style and sex appeal, she more than made up for in dependability, ride, and safety. I love this car so much that I'm still driving it in 2003 with over 160,000 miles on her. She keeps going and going and going.
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If you're interested in Volvos, particularly 1993 Sedans, you might want to take a look at mine. It's one of only 1600 made, and I'm proud to say I own number 30! While it does have some circuit board issues, it's definitely worth the investment. If you're not an expert in Volvo mechanics, you may need to budget for repairs, but trust me, it's worth it. This car is truly a gem!
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The '88 DinoVolvo was an exceptional car that unfortunately reached the end of its life a few weeks ago. However, it is important to note that this car was incredibly reliable and durable, and if properly maintained, it could last for decades. In my opinion, it was the best car ever made.
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This car is such a tank and a workhorse! I've driven it so much and it just keeps going. In the 15 years that my dad and I have owned it, we've only had to invest about $2000 in it, not including routine maintenance.
Additional sources
More sources of information about 1993 Volvo 240 problems:
Top 10 Common Issues with Volvo 240 Models
Mar 11, 2011 ... Top 10 Common Issues with Volvo 240 Models · Main Fuses · Heater Fan · OD Relay, Wiring, Switch & Solenoid · Motor & Transmission Mounts · Flame Trap ...
Top 10 Volvo 240 Problems — Auslander VLV Restoration ...
Top problems with the 240… and how to fix them! · A poorly designed fuse panel. · A loud and/or inoperable blower motor fan, or a fan that only works on HIGH.
Question: how reliable is a 240? : r/Volvo240
May 19, 2022 ... ... volvo redblock engine ... I daily drive my 93 240. It has 235k miles ... I've had no mechanical issues, with the main issue I've encountered being ...
1993 Volvo 240 Rallybrick v2.0: Classic Edition| Builds and Project ...
A common problem on these cars is that the tail lights get crusty, and the glue holding on the clear window for the reverse light gets so crusty ...
Volvo 240 Problems and Complaints - 8 Issues
Top Volvo 240 Problems · Transmission Overdrive Inoperative, Upshift Arrow On All the Time · "No start" Due to Failed Fuel Pump Relay · Driveability Issues Due to ...
Other years of Volvo 240
Are you having problems with your 1993 Volvo 240?
Stanford Howell 2025-01-04
Reliable but outdated styling. The A/C may not perform well in warmer climates, but it has excellent and fast heating for cooler climates. The car has poor acceleration, but it handles well on roads.
Gerhard Buckridge 2024-03-08
Great old car!
Gordon Berge 2024-01-21
I hope you're doing well! I wanted to share my experience of buying a car on eBay from a used car dealer in upstate NY. I learned some valuable lessons that I'd like to pass on to you. Firstly, it's important to pin the seller down on particulars about the car's history. Secondly, if you cannot see the car in person, make sure to pay less than market value. Lastly, be extra wary when buying cars online. Despite these challenges, I'm happy to say that I ended up with a really nice car. It's a true collector's item, a 'Classic' 245 of a limited production model. Looking back, I wish I had bought it in 1993! Let me know if you have any questions or if there's anything else I can help you with.