1983 Volvo 244 problems

General information about Volvo-244
Overview of popular issues
Analysis of common problems
Сomplaints 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 1983 Volvo 244 problems

The Volvo 244, produced between 1974 and 1993, is a popular car among Volvo enthusiasts. However, like any vehicle, it has its share of common issues. This article will focus on the problems specific to the 1983 Volvo 244, based on complaints from its owners.

Fuel injection relay issues (1978-1985 240 Models): The main fuel pump relay can be troublesome, causing intermittent stalls and hard starting. The most common failure is overheating of the main 12V power connection, causing the solder joint to fail. This is usually caused by a failed pre-pump in the gas tank, which overworks the main fuel pump, leading to excessive amperage draw and overheating of the circuit. Faulty pre-pumps can also lead to high amperage loading of the fuel pump electrical circuit, resulting in blown fuses and/or failed relays.
Worn air intake hose and air box thermostats (1982-1993 240 Models): 240 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. This hose rests on the engine and can wear out over time, leading to air leaks and poor performance. Additionally, the air box thermostats can fail, causing the engine to run hot or cold.
Engine and transmission mounts: The Volvo 240 goes through engine and transmission mounts on a regular basis. These mounts are designed to allow the engine to move back and under the car in the event of a serious head-on collision, but they have a relatively short lifespan due to their safety-related design. It is essential to inspect them annually and be prepared to replace them every 2-3 years, depending on how hard you drive the car.
Flame trap system: Another Volvo oddity is the use of a flame trap system, where every other car manufacturer in the world uses a PCV system incorporating a PCV valve. Volvo has had problems with this system since it was introduced in 1976, and Volvo's still run into the same issues on their newer models. Possibly in theory, Volvo's system is better, but in reality, it gets overlooked and inevitably becomes clogged up, causing oil leaks and idle problems.
Fuse box corrosion: The main fuse box is located in the driver side kick panel and suffers from a few design flaws. First, the fuse box is susceptible to corrosion from water that can enter the interior and drip directly onto the fuses. Second, the small contact area of the European ceramic-style fuses also leads to corrosion due to electrolysis. Prevent numerous problems associated with the fuse box by pulling all fuses and cleaning them annually.
Heater blower motor: The heater blower motor is buried in the deepest confines of the dash, and it can be challenging to replace. However, the motors are of decent quality, and if you're lucky, you'll only have to replace it one time while you own the car. Replacing the motor can take 3-4 hours for an experienced mechanic and even longer for beginners.

These common issues with the 1983 Volvo 244 should be considered when purchasing, maintaining, or restoring this classic vehicle. Regular inspections and preventive maintenance can help extend the life of the car and minimize the likelihood of these problems occurring.

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.

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 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".

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.

What is the difference between Volvo 240 and 244?

What size engine is in the Volvo 244?

VOLVO 244 2.0L 4MT (97 HP)

ENGINE SPECS - 2.0L 4MT (97 HP)
Cylinders:	L4
Displacement:	1986 cm3
Power:	71 KW @ 5500 RPM 97 HP @ 5500 RPM 95 BHP @ 5500 RPM
Torque:	116 lb-ft @ 2500 RPM 157 Nm @ 2500 RPM

Why are Volvo 240s popular?

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.

1983 Volvo 244 car problems categorized by type of issue

After analyzing all complaints sent to the NHTSA and researching popular Volvo 244 problems, we found that the most common problems with these 2023 model year vehicles are:

Electrical system problems

The graph below shows statistics for all 1983 Volvo 244 vehicle components and the number of complaints received.

1983 Volvo 244 complaints

The NHTSA has received 1 complaints about various vehicle components related to the 1983 Volvo 244.

1996-10-23

ELECTRICAL SYSTEM PROBLEM

Date Of Incident: 1996-05-05
VIN: YV1AX8844D1
Components: ELECTRICAL SYSTEM
Summary: CRACKED/FRAYED WIRING HARNESS CAUSED A SHORT, RESULTING IN A BURNED ENGINE. *AK

Add Complaint

Additional sources

More sources of information about 1983 Volvo 244 problems:

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 ... If you just recently purchased a Volvo 240 or are considering one, here is a list of the common issues they tend to have. The 240 is a well ...

740, 940 common problems

https://www.matthewsvolvosite.com/forums/viewtopic.php?t=97166

May 14, 2021 ... volvolugnut. The Fleet: Volvo: 2001 V70 T5, 1986 244DL, 1983 245DL, 1975 245DL, 1959 PV544, multiple Volvo parts cars. Mercedes: 2001 E320 ...

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 ... 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 ...

https://www.volvo-forums.com/threads/troubleshooting-guide-to-volvo-240-no-starts-and-stalls.27450/

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 - ...