1983 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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Common 1983 Volvo 242 problems
The Volvo 242, produced in 1983, is known for its robust design and long-lasting performance. However, like any vehicle, it is not immune to certain common problems that owners have reported over the years.
- Flame Trap System: The Volvo 242, along with other 240 models from 1976 to 1993, uses a flame trap system instead of a PCV system with a PCV valve, which is common in other cars. This system has been problematic since its introduction in 1976, causing oil leaks and idle problems.
- Overdrive Relay, Wiring, Switch, and Solenoid: The electronic overdrive system used in the 240 models from 1975 to 1988 has been a source of trouble for many owners. The most common problem is the disconnection of the OD button wires from the switch when the shift knob is accidentally pulled off while engaging reverse. Other issues include failure of the OD wires, faulty switches, and disconnected wiring at the solenoid connection on the driver side of the transmission.
- Engine and Transmission Mounts: The engine and transmission mounts in the Volvo 242 have a short lifespan due to their safety-related design, which allows the engine to move back and under the car in the event of a serious head-on collision. These mounts need to be inspected annually and replaced every 2-3 years, depending on driving habits.
- Air Intake Hose and Air Box Thermostats: The large plastic accordion-style intake hose that connects the air mass meter to the intake manifold can wear through over time, causing unfiltered and unmetered air to enter the engine. This leads to erratic behavior and can cause the car to run lean. The air box thermostat, which routes hot air from the exhaust manifold to aid in cold start performance, can also fail, causing superheated air to be drawn into the engine and reducing performance.
- Fuel Injection Relay: The main fuel pump relay can be an issue in 240 models from 1978 to 1985. Corrosion in the fuse box, wiring problems, or worn alternator brushes/voltage regulator can lead to charging circuit issues.
- Wiring: Mid-80's 240s had bio-degradable wiring insulation under the hood, which was later fixed by Volvo. Wiring problems, especially in the charging circuit, can cause issues with the car's electrical system.
- Lack of Overdrive in Automatic Cars: The relay, transmission solenoid, or wiring can cause a lack of overdrive in automatic cars, leading to less fuel-efficient driving.
- Oil Leaks: Clogged PCV systems, also known as flame traps, can cause oil leaks in the Volvo 242.
- Worn Rubber Parts: Motor mounts and front and rear suspension components can wear out over time, requiring replacement.
- AC System: Most 240s used R12 in their AC systems, which can lead to marginal performance after converting to R134a.
These common problems, while not exclusive to the Volvo 242, are ones that owners of this vehicle should be aware of. Regular maintenance and inspections can help prevent or mitigate these issues, ensuring the longevity and reliability of the Volvo 242.
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 1983 Volvo worth?
The Volvo 240 1983 prices range from $2,310 for the basic trim level Sedan 240 DL to $4,620 for the top of the range Wagon.
What engine is in the 1983 Volvo 242 Turbo?
B21ET engine
These special "flat-hood" 242 Group-A turbos were rumored to be equipped with the B21ET engine in place of the B21FT engine. The B21ET was the European spec turbo engine and said to make quite a bit more power in a more robust package. The engines also featured a more powerful turbo with a factory intercooler.
How much is a Volvo 242 worth?
A: The average price of a Volvo 242 is $13,701.
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 the 1983 Volvo 242 Turbo?
B21ET engine
These special "flat-hood" 242 Group-A turbos were rumored to be equipped with the B21ET engine in place of the B21FT engine. The B21ET was the European spec turbo engine and said to make quite a bit more power in a more robust package. The engines also featured a more powerful turbo with a factory intercooler.
How much is a 1983 Volvo worth?
The Volvo 240 1983 prices range from $2,310 for the basic trim level Sedan 240 DL to $4,620 for the top of the range Wagon.
What was the last year of the Volvo 242?
VOLVO 242 IN PRODUCTION 1974-1984.
1983 Volvo 242 car problems categorized by type of issue
After analyzing all complaints sent to the NHTSA and researching popular Volvo 242 problems, we found that the most common problems with these 2023 model year vehicles are:
- Suspension problems
The graph below shows statistics for all 1983 Volvo 242 vehicle components and the number of complaints received.
1983 Volvo 242 complaints
The NHTSA has received 1 complaints about various vehicle components related to the 1983 Volvo 242.
SUSPENSION PROBLEM
- Date Of Incident: 1998-07-01
- VIN: YV1AX4724D2
- Components: SUSPENSION
- Summary: POSSIBLE STRUT BRACKET OR HOUSING SNAPPED CAUSING THE BODY TO FALL ON FRONT RIGHT TIRE CUTTING TIRE SEVERELY.
Additional sources
More sources of information about 1983 Volvo 242 problems:
Common Issues With The Volvo 240 | Volvo Owners Forum
Dec 2, 2009 ... The 240 is a well made car and with proper maintenance will run for a long time but any car that is 20-30 years old is going have problems. I ...
Top 10 Common Issues with Volvo 240 Models
Mar 11, 2011 ... Main Fuses · Heater Fan · OD Relay, Wiring, Switch & Solenoid · Motor & Transmission Mounts · Flame Trap System · Worn Air Intake Hose & Air Box ...
Troubleshooting Guide To Volvo 240 No-starts And Stalls | Volvo ...
Jul 28, 2009 ... Starter turns the engine but the car won't run or stalls. Determine if the problem is due to a lack of compression, fuel or spark. Compression - ...
Volvo 240 - Engine Won't Catch - Maintenance/Repairs - Car Talk ...
Feb 1, 2018 ... Could the problem be the fuel pump? Given my experience with a Volvo 242GL (the absolute worst car that I ever owned…), I would not be at all ...
240 - Simultaneous 240 temp and fuel gauge problems PLEASE ...
Dec 2, 2011 ... 1983 242 glt. Just fixed this exact same problem yesterday. Cleaned and checked all my contacts and put in 2 new gauges. On the back of each ...
Other years of Volvo 242
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