Volvo 244 dl 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 244 dl model years
Common Volvo 244 dl problems
The Volvo 244 DL is a popular classic car known for its safety and reliability. However, like any vehicle, it can have certain common issues. Here are some of the most frequently reported problems with the Volvo 244 DL, based on owner complaints and available resources:
- Fuel system issues: Clogged fuel filters or fuel pump failure are common problems in the Volvo 244 DL, which can cause the car to fail to start or lead to other electrical problems, such as flickering headlights or malfunctioning dashboard gauges.
- Engine issues: Oil leaks, power loss, and overheating are common engine problems reported by Volvo 244 DL owners. These issues can be caused by various factors, such as worn-out gaskets, faulty sensors, or a malfunctioning cooling system.
- Transmission issues: Slipping or failure to shift are common transmission problems reported by Volvo 244 DL owners. These issues can be caused by various factors, such as worn-out clutch plates, low transmission fluid levels, or a malfunctioning solenoid.
- Electrical issues: Faulty alternators, starters, or battery drain are common electrical problems reported by Volvo 244 DL owners. These issues can be caused by various factors, such as worn-out components, loose connections, or a malfunctioning charging system.
- Suspension issues: Worn shocks or struts are common suspension problems reported by Volvo 244 DL owners. These issues can affect the car's handling and ride quality, and can be caused by various factors, such as worn-out components, lack of maintenance, or a malfunctioning suspension system.
- Flame Trap System: The Volvo 244 DL uses a flame trap system instead of a PCV system, which can cause oil leaks and idle problems. This system has been a problem since it was introduced in 1976, and Volvo still runs into issues with it in newer models.
- Worn Air Intake Hose & Air Box Thermostats: Volvo 244 DL models with Bosch LH electronic fuel injection have a large plastic accordion-style intake hose that connects the air mass meter to the intake manifold. Over time, a hole can wear through where it touches the inner fender, causing unfiltered and unmetered air to enter the engine, leading to erratic behavior and reduced performance.
- Fuel Injection Relay: The main fuel pump relay can fail, causing intermittent or no start issues on Volvo 244 DL models from 1978 to 1985. Replacing the relay with an upgraded version can prevent this issue.
- Heater Blower Motor: The heater blower motor in the Volvo 244 DL is buried deep in the dash, making it difficult to replace. However, the motors are of decent quality, and if you're lucky, you'll only have to replace it once while you own the car.
- Seats: The seats in the Volvo 244 DL are very comfortable when they are in good condition. However, the lumbar support systems commonly fail between 50-100,000 miles, and 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.
It's essential to note that regular maintenance and care can prevent many of these issues. Properly maintaining the car's engine, transmission, suspension, and electrical systems can help ensure that the Volvo 244 DL remains a reliable and safe vehicle for many years to come.
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.
What is the life expectancy of a Volvo 240?
What is Volvo 240 lifespan? 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.
Why was the Volvo 240 so safe?
Volvo has always been either ahead, or near the front of the curve when it comes to safety. Take for instance, Volvo's implementation of airbags in 1987 for the 240, 11 years before legislation made it mandatory for both driver and passenger sides of the vehicle to have them.
What is the difference between Volvo 240 and 244?
A 244 was a 200 series, 4 cylinder, 4 door saloon. A 245 was a 200 series, 4 cylinder, 5 door estate. A 240 was the later rebranded and simplified version to incorporate both body styles into one name of "240".
Percentage distribution of complaints by Volvo 244 dl years
We have researched Volvo problems and analysed all the complaints filed against Volvo 244 dl cars and compiled the top 1 most problematic Volvo 244 dl model years:
Below you can see the percentage distribution of known problems by Volvo 244 dl model years.
Distribution of the number of complaints by Volvo 244 dl years
We've also compiled a chart for you with the number of complaints about Volkswagen Jetta cars of certain model years:
Volvo 244 dl car problems categorized by type of issue
After analysing all complaints related to Volvo 244 dl , it was concluded that the most common issues with these cars are:
- Steering problems
The graph below shows statistics for all Volvo 244 dl vehicle components and the number of complaints received.
The NHTSA has received 1 complaints about various vehicle components related to the Volvo 244 dl . Below are the 25 most recent complaints reported for Volvo 244 dl vehicles.
List of Volvo 244 dl complaints
Volvo 244 dl 1989
- Date Of Incident: 2009-08-01
- Date Complaint: 2009-11-16
- VIN: YV1AX8843K1
- Components: STEERING
- Summary: TL*THE CONTACT OWNS A 1989 VOLVO 244 DL WHICH WAS PURCHASED IN 2006. THE RACK AND PINION HIGH PRESSURE TUBE WAS LEAKING AND COVERED WITH RUST DUE TO SALT ON THE ROAD. THE POWER STEERING FAILURE ALSO CAUSED HIM TO LOSE CONTROL OF THE VEHICLE. THE DEALER STATED THAT THE CONTACT WOULD BE RESPONSIBLE FOR PAYING OVER $200 TO REPAIR THE REAR DIFFERENTIAL. THE POWER STEERING AND RACK AND PINION LINES WERE ALSO REPAIRED AT THE OWNER'S EXPENSE. THE CURRENT AND FAILURE MILEAGES WERE 185,000.
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