1982 Volvo 245 problems

General information about Volvo-245
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 1982 Volvo 245 problems

The Volvo 245, produced in 1982, is known for its robust construction and durability, but like any car, it has some common problems that owners often report. Here are some of the most common issues with the 1982 Volvo 245, based on complaints from owners:

Heater Blower Motor Failure: The heater blower motor in the Volvo 240 is known for its long lifespan, but when it fails, it can be a significant inconvenience. Replacing the motor can take several hours for an experienced mechanic, and the motor is buried deep in the dash, making the replacement process challenging.

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 through over time, causing unfiltered and unmetered air to enter the engine. This can lead to erratic behavior, including running lean and introducing more issues when attempting to correct the mixture. 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. This reduces performance and dramatically shortens the life of the expensive air mass meter.

Lumbar Support System Failure: The lumbar support systems in the Volvo 240 seats are known to fail between 50,000 and 100,000 miles. This can make it difficult for drivers to see over the steering wheel when it fails. The bottom seat cushion support grid is also a weak spot, causing similar issues.

Motor & Transmission Mounts: The Volvo 240 goes through engine and transmission mounts on a regular basis. These parts are designed to allow the engine to move back and under the car in the event of a serious head-on collision, keeping it out of the passenger compartment. However, this safety-related design leads to an unusually short lifespan for these parts, requiring regular inspections and replacements.

Fuel Injection Relay: The main fuel pump relay can be a common issue in the Volvo 240, particularly in models produced between 1978 and 1985. This relay is responsible for controlling the fuel pump and can cause intermittent electrical issues if it fails.

These common problems with the 1982 Volvo 245 are not necessarily design flaws or poor design, but rather issues that arise due to the car's age and usage. Regular maintenance and inspections can help prevent many of these problems and ensure the longevity and reliability of the Volvo 245.

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 245?

RE: Whats the difference between 240 & 245 Estates? There is NO difference. Migrator is correct that this is old naming rules from Volvo which they stopped in the mid-80's but many people call a 1995 year 960 estate a 965 and so on so the answer is, there is no difference.

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.

What model Volvo was most reliable?

The following Volvo models are often ranked as the most reliable:

S60.
V60.
V70.
XC40.
XC60.
XC90.

Are old Volvo 240s reliable?

8 Robust And Ultra-Reliable

What is the difference between Volvo 240 and 245?

Are old Volvos expensive to fix?

Are Volvos expensive to fix? The average cost to fix Volvo annually is $769. This is about $100 more than the average cost of unplanned repairs in the U.S., which is $652 for all models, including non-luxury brands.

Do Volvo engines last long?

So long as regular maintenance schedules are followed, a Volvo vehicle will on average last for 20 years. can also vary depending on the make and year of your Volvo. That being said, with the proper care the average lifespan of a Volvo is typically 20 years with over 200,000 miles.

1982 Volvo 245 car problems categorized by type of issue

After analyzing all complaints sent to the NHTSA and researching popular Volvo 245 problems, we found that the most common problems with these 2023 model year vehicles are:

Engine and engine cooling problems

The graph below shows statistics for all 1982 Volvo 245 vehicle components and the number of complaints received.

1982 Volvo 245 complaints

The NHTSA has received 1 complaints about various vehicle components related to the 1982 Volvo 245.

1998-08-19

ENGINE AND ENGINE COOLING PROBLEM

Date Of Incident: 1998-06-18
VIN: YV1AX4958C1
Components: ENGINE AND ENGINE COOLING
Summary: CONSUMER TRIED TO ENTER GARAGE WHEN CAR SURGED FOWARD HITTING WALL. QCAW

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Additional sources

More sources of information about 1982 Volvo 245 problems:

1982 245 will turn over but not start

https://www.matthewsvolvosite.com/forums/viewtopic.php?t=35361

Jan 4, 2011 ... I need help. What else can I do? Is this a common problem? Let me know.

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 ...

1982 245 seems flooded | Turbobricks - The Volvo Performance ...

https://turbobricks.com/index.php?threads/1982-245-seems-flooded.369231/

Apr 21, 2023 ... A bad check valve on a K-jet is definitely known for causing warm re-start problems. It's easy to check and that would be the first thing to ...

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 - ...