Volvo 240 Series

1974 to 1993 - A Modern Classic?

This article approaches the collectable car scene from a different angle on this occasion, this time we are looking at what may be a possible future classic, the Volvo 240 Series Saloons and especially Estates. In the writers opinion the 240 is the last of the "real" Volvo cars and in the final years made in limited numbers as the Torslanda until around 1993. These models are of substantial construction and virtually bullet proof offering their owners many thousands of miles trouble free travel, 200,000 to 300,000 miles not being uncommon.

The Company was founded in 1924 by Assar Gabrielson and Gustaf Larson, the designs for the first prototype was completed in 1925. The bearing firm SKF expressed interest in supporting the new organisation and the first car left the factory in April 1927. This model the OV4 a 4 seat tourer looked very American with its wood wheels and drum headlamps, open cars were not really suitable for the cold Swedish climate and in 1928 the PV4 superseded the first model thus offering which proved very popular with taxi operators.

The PV60, made between 1942 and 1950 was identical of pre-war American models and in the writers opinion a very pretty vehicle indeed and a model that I would be delighted to own and drive today. This model was followed by the 122 etc and then the 140/160 series which was the for-runner of the 240 model.

The 240 was introduced in August 1974 (along with the 260) making a total of six different models. There was the 242/244 and 245. The first digit defines the series, the second the number of engine cylinders and the third the number of doors, i.e. a the 244 was a four door saloon and the 245 an Estate car.

The 240 was recognised from the start for its safety design features, both passive and active to help prevent injury to its occupants. These attributes date back to the Volvo Experimental Safety Car unveiled by the Company back in 1972. The cars featured rack and pinion steering and MacPherson suspensions units together with a live rear axle so as to avoid any vehicle behaviour which could catch the driver by surprise. Power was provided by the new B21 single overhead camshaft engine with aluminium cylinder head, developing some 98 bhp in the carburettor version (Stromburg 175 CD) and 123 bhp with fuel injection. Substantial bumpers were fitted both to the front and rear on rams which would absorb a low speed impact The 264 had a V6 giving some 140 bhp and was the product of a joint venture between Volvo, Renault and Peugeot and built in a plant in Northern France. The writer does not personally like this unit and would recommend anyone buying one of these cars to go for the 4 cylinder engine

In 1976 two new manual gearboxs was offered, one a four speed (M45) and the other four speed and electric overdrive (M46).
The overdrive was operated by a switch mounted on the top of the gear selector knob. The brake pipes were of copper alloy for improved safety.

In 1977 Volvo offered an exhaust system using a three-way catalytic converted which produced a far cleaner exhaust, this can be noted by the "Lambda Sond badge to be found on the front grill and also the "Catalyser" emblem at the rear of the vehicle. Pioneered by Volvo the system has been adopted by the world`s motor manufacturers. Also to commemorate the 50th anniversary of the marque a special edition of the 240 was introduced with silver paint and black and gold trim. Also during this year a Coupe model was offered, the 242, a Bertone of Italy design.

1978/79 saw the round headlamps replaced by square ones (for one year only I believe) and then the rectangular type which stayed with the model until the end of production.

For 1981 new smaller bumpers was fitted (still on rams) a turbo engine (B21ET) was available with no less that 150 bhp to call on, also a new basic unit (B23A) with Stromberg CD carburettor.

 

Production of the 264 ceased in 1983 to be replaced by the 760 and the 240 was given new front and rear lamps from the 264. Another useful addition as far as fuel economy was concerned was the introduction of a 5 speed gearbox (M47).

In 1984 Volvo was the first manufacturer of an estate car to offer a turbo on a petrol engine and the following year saw the introduction of a new range of engines of 2 litre and 2.3 litres respectively

1986 saw the introduction of a new front bonnet, the earlier one having a lower central section whereas this new type was raised in the centre and tapering slightly until it lined up with the sides of the front grill. Also the boot lid and estate tailgate were redesigned and a protective moulding fitted to the lower sides of the body and doors.

In 1989 rear head rests were fitted to all models and the 2.3 litre (B230F) engine had its own diagnostic system, a unit on the near side front inner wing allows a plug (provided with the system) to be inserted and a series of codes in light form are flashed to the operator, all that is then necessary is to check what the code is telling you against a list of faults, then rectify the fault and cancel the fault code. This system is also installed on the Torslanda . Until the demise of the model only minor alterations were made, the Torslanda was fitted with a black grill and the brightwork around the windows was painted matt black, the roof of the estate has two "handrails" fitted on the rear half to which roof rack bars could be fitted.

I hope the above will give the reader a slight insight into these fine cars and which I believe will become much sought after in the coming years. They offer rugged construction and straightforward engineering and above all easy to repair by the enthusiast. Their longevity is renowned and whilst spares may be a little more expensive than for other makes you do not have to purchase them very often and when you do I would always recommend purchasing the genuine Volvo part, I have found from experience they will last very much longer than non original variants. I have known a non genuine lower ball joint on the MacPherson strut do as little as 25 thousand miles whereas 75,000 to 100,000 miles using the genuine Volvo part.

Over the 20 odd years the model was in production no less than 2.8 million rolled off the production line At the present time there are many of these cars, still in excellent condition and cherished by their owners on the roads of Britain, those build prior to 1980 are getting more rare but they can still be seen. Obviously as time goes on the numbers will decrease so now is the time to get out there and scour the classified advertisements and purchase this future classic. Totally rust free vehicles with unmarked interiors, good mechanics and M.O.T.`s can be bought for as little as £400 and if looked after, will I am sure become an appreciating asset as well as practical everyday transport. Driven sensibly one can expect a fuel consumption of between 25 and 30 miles to the gallon of petrol.

Sadly after over 70 years this Swedish manufacturer is no longer independent, becoming a subsidiary of the Ford empire a few years ago.

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