Volvo 242 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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Volvo 242 model years
Common Volvo 242 problems
Based on the complaints from owners of the Volvo 242 cars, here is a list of common problems associated with this model:
- Rust: The Volvo 242 is prone to rust issues, making it challenging to replace parts when the hardware is fused together or when there are holes in the floorboards.
- Wiring: Models from the mid-80s had bio-degradable wiring insulation under the hood, which could lead to wiring problems. Volvo later addressed this issue.
- Charging Circuit: Problems with the charging circuit can arise from wiring issues or worn alternator brushes/voltage regulator.
- Lack of Overdrive in Automatic Cars: Issues related to the relay, transmission solenoid, or wiring can lead to a lack of overdrive in automatic Volvo 242 cars.
- Oil Leaks: Commonly caused by a clogged PCV system (flame trap), leading to oil leaks and idle problems.
- Worn Rubber Parts: Motor mounts, front, and rear suspension components are prone to wear and may need replacement.
- A/C Performance: Most Volvo 242 models used R12 refrigerant, and performance may be marginal after converting to R134a.
- Cabin Blower Motors: The cabin blower motors are known to fail, requiring replacement.
- Problems with Rear Lights: Issues with wiring, poor connections, or fuses can affect the functionality of the rear lights.
- Dead Odometers: Odometer issues can occur due to a broken plastic gear or failure of the DC motors responsible for odometer function.
Each of these problems can impact the performance, safety, and longevity of the Volvo 242 cars. Regular maintenance, inspections, and timely repairs can help address these common issues and ensure the smooth operation of the vehicle.
Was there any known issues with the Volvo 240?
The 240 is notorious for having an awesome heater, however, the heater blower motor is buried in the deepest confines of the dash, almost like Volvo built the car around the heater motor, and over time can experience bearing failure, leading to an ear-piercing squeal, or all-out failure.
Is the Volvo 240 a reliable car?
The 240 is 100% reliable and is built VERY strong. It was designed for safety, and it was designed for reliability.
How long will a Volvo 240 last?
The estimated lifespan of a Volvo 240 is 380,000mi, before reaching the life expectancy upper limit. Fuel type is a major factor when looking into a vehicles lifespan/life expectancy.
How much is a Volvo 242 worth?
Q: What is the average sale price of a Volvo 242? A: The average price of a Volvo 242 is $13,701.
Percentage distribution of complaints by Volvo 242 years
We have researched Volvo problems and analysed all the complaints filed against Volvo 242 cars and compiled the top 1 most problematic Volvo 242 model years:
Below you can see the percentage distribution of known problems by Volvo 242 model years.
Distribution of the number of complaints by Volvo 242 years
We've also compiled a chart for you with the number of complaints about Volkswagen Jetta cars of certain model years:
Volvo 242 car problems categorized by type of issue
After analysing all complaints related to Volvo 242 , it was concluded that the most common issues with these cars are:
- Suspension problems
The graph below shows statistics for all Volvo 242 vehicle components and the number of complaints received.
The NHTSA has received 1 complaints about various vehicle components related to the Volvo 242 . Below are the 25 most recent complaints reported for Volvo 242 vehicles.
List of Volvo 242 complaints
Volvo 242 1983
- Date Of Incident: 1998-07-01
- Date Complaint: 1999-03-17
- VIN: YV1AX4724D2
- Components: SUSPENSION
- Summary: POSSIBLE STRUT BRACKET OR HOUSING SNAPPED CAUSING THE BODY TO FALL ON FRONT RIGHT TIRE CUTTING TIRE SEVERELY.
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