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(March 2008) Volvo 200 Manufacturer Volvo Cars Production Europe: 1974–1993 Malaysia: 1984-1996 Assembly Torslanda, Sweden Halifax, Canada (Volvo Halifax Assembly) Ghent, Belgium Melbourne, Australia Torino, Italy (262C) Shah Alam, Malaysia (SMA) Predecessor Volvo 140 Volvo 164 Successor Intended: Volvo 700 series Actual: Volvo 850 Class Executive car Body style(s) 2-door coupé 4-door sedan 5-door estate Layout FR layout Engine(s) 1,784 cc B17 SOHC I4 1,986 cc B19/B200 SOHC I4 1,986 cc B20 OHV I4 2,127 cc B21 SOHC I4 2,316 cc B23/B230 SOHC I4 2,664 cc B27 (PRV) SOHC V6 2,849 cc B28/B280 (PRV) SOHC V6 1,986 cc D20 SOHC I5 diesel 2,383 cc D24 SOHC I6 diesel Transmission(s) 4-speed manual 4-speed manual with electrical overdrive M46 5-speed manual 3-speed automatic BW35/BW55 4-speed automatic AW70/AW71 Wheelbase 104.3 in (2649 mm) Length Sedan: 189.9 in (4823 mm) Wagon: 190.7 in (4844 mm) Width Pre-1987 Sedan: 67.7 in (1720 mm) 1988-1993 Sedan: 67.3 in (1709 mm) Height Sedan: 56.3 in (1430 mm) Pre-1990 Wagon: 57.1 in (1450 mm) 1991-93 Wagon: 57.5 in (1461 mm) Curb weight Curb weight, 1986-1991 Wagon 3132 lb (1421 kg) Sedan 3022 lb (1371 kg) Designer Jan Wilsgaard The Volvo 200 series is a range of large family cars (mid-size cars in the USA), produced by Volvo from 1974 to 1993, with more than 2.8 million units sold worldwide[1]. The 200 series was essentially an updated version of the 140; both were designed by Jan Wilsgaard. It shared the same body, but included a number of mechanical improvements. The 200 replaced the 140 and the 140-based 164, and overlapped production of the Volvo 700 series introduced in 1982. As the 240 remained popular, only the 260 was displaced by the 700 series — which Volvo marketed alongside the 240 for another decade. The 700 series was replaced a year before the 240 was discontinued. The Volvo 240 was Volvo's best-selling car from 1975 until 1982.[citation needed] During those years in European markets, its companion was initially the smaller Volvo 66, then its replacement, the 300 series. Production ended on May 14, 1993 Contents 1 History 2 Engines 2.1 6-cylinder PRV 2.1.1 Diesel VW 3 Badges 3.1 Nomenclature 3.1.1 Trim levels 3.1.2 Special trim levels 3.1.3 Engine type 4 200 Series specifications 5 Market differences 5.1 European/Australian market 5.2 North American market 5.3 North American market headlamp summary: model years 1975-1993[9] 6 Special editions 6.1 Anniversary special editions 7 Popularity in Sweden 8 Concept models 9 240 in motorsport 10 References [edit] History The Volvo 240 and 260 Series was 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 200 looked much like the earlier 140 and 164 Series, for they shared the same body shell and were largely the same 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. 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 installation 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.[citation needed] American-spec 1979-'80 242GT with European-spec park and turn signal lamp lenses. The main changes were made to the engine. The 1974 240 series retained the B20A 4-cylinder engine from the 140 Series in certain markets, with the new B21A engine available as an option on the 240 DL models. The new B21 engine was a 2127cc, 4-cylinder unit, which had a cast iron block, a five-bearing crankshaft, and a belt-driven overhead camshaft. This engine produced 97 bhp (72 kW) for the B21A carburettor 242DL, 244DL and 245DL, and 123 bhp (92 kW) for the B21E fuel-injected 244GL. All 240s were fuel injected in the US market; the carbureted B20 and B21 engines were not available due to emissions regulations. The 264 models had a completely new V6 B27E engine called the Douvrin engine[2][3]. This engine was developed jointly by Peugeot, Renault and Volvo, and is therefore generally known as the "PRV engine". The B27E engine had a displacement of 2664 cc, an aluminium alloy block, and wet cylinder liners. This engine produced 140 bhp (100 kW) for both the 264DL and 264GL. All models were available with a choice of 4-speed manual or 3-speed automatic transmission. Overdrive was also optional on the manual 244GL, while a 5-speed manual gearbox was optional on the 264GL and 265GL[3]. The front end of the car was also completely restyled – that being the most obvious change of 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. The dashboard was derived from the safety fascia introduced for the 1972 140-series - but was changed again in 1980 with the instrument pod made considerably larger and the radio repositioned near the top of the dashboard. Canadian-spec 1980-1982 240DL 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. Around this time, the existing 200 Series underwent some technical changes. The B20A engine was dropped from certain markets, though it remained available in other markets until 1977. Its replacement, the B21A engine, received a new camshaft which increased the output from 93 to 100 bhp (75 kW). The two-door 262 DL and GL sedans, the 264DL saloon (sedan) and the new 265DL estate (station wagon) were offered outside North America with the new V6 B27A engine. This engine was almost identical to the fuel-injected V6 B27E engine except it had an SU carburettor instead of fuel injection, and therefore it produced a lower output of 125 bhp (93 kW). The choice of gearbox was also greatly improved, with overdrive now available as an option in all manual models except the base-model 242L and 245L. As before, the 3-speed automatic was optional in every model. The first models to reach the US market were 1975 models equipped with the old pushrod B20F engine, with the new OHC B21F motor making its way to America for the 1976 model year. A fuel-injected variant of the V6, the B27F, was introduced to the US in the 1976 260 series. The US and Canadian 200-series ranges were not identical; the B21A carbureted engine was never available in the US, but was the base engine in Canada from 1977 through 1984. 1975-76 Canadian models were identical to their US counterparts. Beginning in 1985, Canadian models received the US model engines, usually in 49-state form, except for the Turbo, which only had California emission controls. Incremental improvements were made almost every year of the production run. One of the major improvements was the introduction of the oxygen sensor in 1976 (1977 models), which Volvo called Lambda Sond and developed in conjunction with Bosch. It added a feedback loop to the K-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. Volvo 240 wagon About one-third of all 240s sold were station wagons, which featured very large cargo space of 76 cubic feet (2.2 m3)[4]. 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. Both the 200 series and the 700 series became a Status Symbol worldwide. 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. [edit] Engines B21A (single carburetor) engine in a 240 The 200 series was offered with three families of engines. Most 240s were equipped with Volvo's own red block, four-cylinder engines. Both overhead valve and overhead cam versions of the red block engines were installed in 240s. V6 engines were also available. Known as the PRV family, they were developed in a three-way partnership among Volvo, Peugeot and Renault, 240 diesel models are powered by diesel engines purchased from Volkswagen. [edit] 6-cylinder PRV The B27 was a 90-degree V6 produced by Peugeot, Renault, and Volvo in collaboration and is often referred to as the "PRV." This engine was unusual at the time, being composed of many small parts in a modular design (as opposed to a monolithic engine block and head). Volvo increased the displacement to 2.8 litres in 1980 with the introduction of the B28E and B28F engines, which were prone to top-end oiling troubles and premature camshaft wear. Nevertheless, Volvo continued to use the B28 V6 in their new 760 model. DeLorean Motor Company went on to use the PRV B28F in their DMC-12 vehicle, and a 3 litre version was used in the 1987-1992 Eagle Premier, Dodge Monaco, and Renault 21. The updated B280 engine used in the final years of the 760 and 780 models did not suffer from the same premature camshaft wear as the earlier PRV engines. [edit] Diesel VW In 1979 Volvo introduced a diesel engine that was purchased from Volkswagen, similar in design to that used in diesel Volkswagen and Audi vehicles at the time. These engines were all liquid-cooled pre-combustion chamber diesel engines with non-sleeved iron blocks and aluminum heads. A Bosch mechanical injection system was used that required constant electrical input so that the fuel supply could be cut off when the ignition key was removed. A 2.4 litre inline 6 (the D24) and a 2.0 litre inline 5 (the D20) were available, producing 82 bhp (61 kW) and 69 bhp (51 kW) respectively. A turbocharged diesel was never sold in the 200 series Volvo. [edit] Badges [edit] Nomenclature The 200-series cars were identified initially by badges on their trunk lid or rear hatch in a manner similar to the system used for previous models. 1974-1982: three digits (in the format 2XY, where X usually represented the number of cylinders and Y represented the doors: 2 for coupés, 4 for sedans, 5 for station wagons) followed by trim level letters. 1983-1993: 240 (or 260 until 1985) followed by trim level letters (third digit no longer reflected body style, although it is reflected in the engine compartment label, as well as on the label in the trunk on sedans or under the main cargo compartment storage lid on wagons.) Special models (e.g. Polar and Torslanda) sometimes omitted the "240". American-market 1992 240 sedan For the American market: 1975-1979: trim level letters preceded by three digits (in the format 2XY, where X usually represented the number of cylinders and Y represented the doors: 2 for coupés, 4 for sedans, 5 for station wagons) 1980-1985: trim level letters. Note: A small number of 4-cylinder 260s were produced, namely the 1980-1981 GL sedan, which could either be a 240 or a 260. Additionally, diesel 240s exist, despite having 6-cylinder engines. 1986-1993: 240 followed by trim level letters (third digit no longer reflected body style), although it is reflected in the engine compartment label, as well as on the label in the trunk on sedans or under the main cargo compartment storage lid on wagons. [edit] Trim levels Throughout the 200-series' production, different levels of luxury were available for purchase. The specific trim level designations ranged from L, being the least expensive, to GLT, indicating a sporty premium offering. The actual equipment and availability of a particular trim level varied depending on the market. The letters normally appeared on the trunk lid or rear hatch of the car (except for during MY1983) had originally represented the following, although by the 1980's the letter codes had officially lost any underlying meaning:[5] L (Luxe) DL (de Luxe)[6] GL (Grand Luxe)[6] GLE (Grand Luxe Executive)[5] GLT (Grand Luxe Touring)[7] GT Turbo (Replaced the GT offering in 1981, with GLT trim) (For example, a 1979 GT 200-series Volvo would be badged a 242 GT, meaning it is a 240-series car with two doors, and GT trim.) The '4' and '6' codes soon lost their original meaning as signifying the number of cylinders with the introduction of B17-engined four-cylinder Volvo 260s for export to Greece and Israel in the late 70s. There was also a six-cylinder 240 GLT in some markets, as well as six and five-cylinder diesels labelled '240'. The second digit now only denoted how luxurious the car was. By June 1982, with the introduction of the model year 1983 Volvos, the third digit too lost its meaning and the 242/244/245 became simply the 240.[8] [edit] Special trim levels Several trim levels were special offerings only available during certain years or for unique body styles: Transfer (lengthened version of wagon; contained extra seats) Polar (1992) GTX Super Polar SE: Special Equipment (1991) Classic (1992; very similar to Limited, but not numbered edition with brass plaquete instead of the numbering) Limited (1993; last 1600 200-series Volvos produced for North American market) [edit] Engine type Sometimes, the engine type of a car was also designated by badging. In some instances, these badges were omitted, replaced trim level badges, or even used in combination with them: Turbo (was its own trim level - 1981-82 models also had GLT Turbo models) Diesel (like the Turbo, was its own trim level - had most GL features, but some omissions) Injection (Indicating fuel injection in certain Asian markets) Katalysator (Indicating a catalytic converter in Scandinavia and the German market) [edit] 200 Series specifications Produced 1974–93 Production volume: 2,862,053 Body style: 4-door sedan (1974–1993), 2-door sedan (1975–1984), 5-door station wagon (1975–1993), 3-door ambulance, 3-door hearse Engines: See the engine section for more detail. Engine configurations included: B20 4-cylinder inline OHV B17, B19, B21, B23, B200, B230 4-cylinder inline OHC B21ET, B21FT 4-cylinder inline OHC turbo sometimes intercooled B27, B28 V6 OHC 5-cylinder inline OHC diesel D24 6-cylinder inline OHC diesel Transmissions: Volvo offered various transmissions depending on the year/model/market/engine combinations including the: M40 (4-speed manual, 1975 only) M41 (4-speed manual with electrical overdrive, 1975 only, coupe and sedan only) M45 (4-speed manual) M46 (4-speed manual with electrical overdrive) M47 (5-speed manual) BW35, BW55 or AW55 (3-speed automatic) AW70 or AW71 (4-speed automatic) Brakes: Hydraulic, disc brakes on all four wheels. Front: four opposed piston calipers with either solid or (later) vented rotors Rear: twin piston calipers utilizing solid rotors and integral parking brake drums. Triangulated braking circuits on non-ABS cars with both front calipers and one rear caliper per circuit. ABS cars used normal diagonal split braking system. Standard safety features Driver airbag (from 1990 - US only; optional 1990-91 Cdn models, standard 1992-93 Cdn) Anti-lock braking system (ABS) (from 1991) Dimensions: Wheelbase: 264 cm/104 in Length (Europe): 1975–1980: 490 cm/193 in 1981–1993: 479 cm/189 in Length (US/Canada): 1975-1982: 490 cm/192.5 in - 1975-1985 Cdn 240) 1983-1985 US: 479 cm/189.4 in 1986-1993 US/Cdn: 4?? cm/190.? in Weight: 2,840 lb (1,290 kg) (1989 US spec 240, fully fueled, no driver) [edit] Market differences [edit] European/Australian market European-spec 1975-1980 264GL European-spec 1981-82 245GL (Scandinavia: 1981-84) Glass-lens headlamps compliant with international ECE headlighting standards, 1975–1993 Fender-mounted side turn signal repeaters introduced various years in different European markets per local regulations; worldwide except North America starting in 1984. Australia starting in 1989. Daytime running lamps implemented by a second, bright filament in the parking lamp bulbs, introduced mid-1970s in Scandinavia and the UK, and in other markets outside North America in the early 1980s. Aspheric sideview mirrors Diesel engine available (except Australia) from 1980 to 1993. Australian models were badged Deluxe, not DL, for entry-level 240s between 1977 and 1978. [edit] North American market 1985 245 with American-market 1976-1980 quad round sealed beam headlamp configuration Exterior lighting system compliant with US Federal standards Sealed-beam headlamps 1975-85 Speedometer in miles per hour with inner scale in kilometres per hour; odometer in miles (US market) Plastic-lens replaceable-bulb headlamps 1986-93 Headlamp wipers not available; wiper shaft hole below headlamps blanked with rubber plug Front and rear side markers and reflectors incorporated into front parking and rear tail lights Rear fog lamps added in the 1985 model year Daytime Running Lights, using low beams and taillamps introduced in 1990 in Canada Diesel engine discontinued in 1984, but sold in 1985 model year with a 1984 VIN and 1985 specs. Turbo model discontinued early 1985. [edit] North American market headlamp summary: model years 1975-1993[9] Model Year 242 244/245 262/264/265 1975 Twin round 7" Twin round 7" N/A 1976-77 Twin round 7" Twin round 7" Quad round 5.75" 1978-79 Twin round 7" Quad round 5.75" Quad rectangular 6.5" x 4.5" 1980 Twin round 7" GL, GLE: Quad rectangular 6.5" x 4.5" Quad rectangular 6.5" x 4.5" 1981-82 Quad rectangular 6.5" x 4.5" (high beams halogen) Quad rectangular 6.5" x 4.5" (high beams halogen) Quad rectangular 6.5" x 4.5" (high beams halogen) 1983-84 Quad rectangular 6.5" x 4.5" (all-halogen) Quad rectangular 6.5" x 4.5" (all-halogen) N/A 1985 N/A Quad rectangular 6.5" x 4.5" (all-halogen) N/A 1986-93 N/A Replaceable-bulb halogen, one-piece composite cover N/A [edit] Special editions 244 DLS (1977–78): Export model to the former German Democratic Republic with 264 grille. Total amount exported approx. 1000. A Volvo 264TE to the left of a ZiL-111 with Edward Gierek and Erich Honecker as standing passengers in Frankfurt (Oder) in May 1977. 264 Top Executive (1975–81): A limousine version of the 264; many now reside in Germany as they were exported to the former German Democratic Republic for use by the government (which would neither use the small Trabant or Wartburg models nor import "Western" autos like BMWs and Mercedes-Benzes). As a result, the population called Wandlitz, the preferred home town of politicians, Volvograd. 262C/Coupé by Bertone (1978–81): This had custom body work and interior from Bertone. The exterior coachbuilding of these two-door saloons consisted of a chopped roof and a more raked windscreen. The 1980 & 1981 models were badged Coupé instead of 262C. These cars were further characterised by additional Bertone badges on the front wings. Mostly built in left hand drive form, right hand drive vehicles are very rare. 245 T (Transfer) (1977-early 1980s): An un-proportionately styled extended wheelbase station wagon designed to have additional rows of seats for use as taxi or rural school bus 242 GTX (Early 1980s) : A special model released in Sweden. Featured U.S quad sealed beam headlamps, turbo rims, and other minor cosmetic trim (mainly USA spec). Powered by a special 16 valve, dual carburetor engine, it developed 170 kW (231 PS; 228 hp) at 7500 rpm and was coupled with an M46 Manual transmission. 242 GT (1978–80): Sport model with race suspension and a high-compression engine. All US models were Mystic Silver Metallic with black and red racing stripes going from the hood to the side to the trunk. Special black corduroy interior with red stripes. Canadian models were available in black with red pinstripes along the side of the car, in addition to the US model silver. GLT-Turbo (1981–85): Replaced the GT as the sporty model, equipped with a turbocharged engine, with an intercooler from mid-84. 2-door model available 1981-1984; sedans available late 1981-early 1985 and wagons available 1982-early 1985. Came with new black trimming as opposed to the popular chrome trimming found on the GLs (Grill, door trim, door handles, tail light sills & lens dividers). All came factory stock with 15" Virgo alloy wheels. GLT (1981–82): Standing for "Grand Luxe Touring," these models shared the uprated suspension, blacked-out exterior trim, and 15" Virgo alloy wheels of the GLT-Turbo model, but with a naturally aspirated powertrain. 244/240 GLE (1981–85) Australian market: Due to the problems with fitting a turbocharger to a RHD vehicle the Turbo model was rebadged a GLE and retained all the backed-out trim and high-end interior fittings of the turbo models but were equipped with the B23E then B230E engines most frequently mated to the BW55 until 1983 then trh AW71 for 1984-1985. 242 Group A Homologated Turbo (1983): 500 models built to satisfy production requirements to qualify for Group-A sedan class racing in Europe; all were sold to Volvo of North America and approximately 30 were returned to Europe for racing; all of these cars had flat hoods not otherwise seen on North American 240s, as well as numerous and substantial performance and suspension upgrades ranging from larger radiators and intercoolers to water injection and large rear spoilers [10] 240 SE (1991): Special alloy wheels, all-black grille and trim. Roof rails on wagon model. 240 (Super) Polar (1991–1992): European markets only; commonly found in Italy. 240 Classic (1992–93): European markets from the 1992 model year. For the North American market, only 1,600 were produced in April and May 1993, half wagons and half sedans. European Classics have fully equipped interior with wood dash trim and "Classic" badges on hatch/decklid. In addition to the European equipment, the 1,600 North American Classics have body-matched painted grilles and side mirrors, special 14" alloy wheels, production-number plaque in dash, and special paint colors — ruby red or metallic dark teal green. 240 GL (1992): North American market. Slightly different than the early 1975-1989 GL model, more like the 1993 Classic and the 1991 SE model. Only available in 244 sedan bodystyle. 240 Torslanda (1993): Very few of these special models were made. They were made primarily for use in Sweden, as they were specially equipped for surviving snow and ice in freezing winters. These cars can be identified by Torslanda badging, tinted windows, plastic exterior trim (as opposed to chrome, which will rust in snowy conditions), multi-spoke 15" alloy wheels, and full-length body striping above the rocker panels. The interior featured only the bare minimum of extras with no electric mirrors, windows, cruise control, air conditioning nor leather upholstery. Because the freezing temperatures could cause luxurious accessories to break down more often than usual, the only features were heated front seats, power steering and the standard heating systems. The Torslanda was sold outside of Sweden as a limited run special edition to mark the rundown of 240 production. [edit] Anniversary special editions 244 DL Anniversary (1977): Volvo released this model to celebrate its fiftieth anniversary. Based on the 244DL, the Anniversary Car was finished in Metallic silver with a black and gold band around the waistline. Around 50 were sold in ten different countries, taking the total number produced up to 500. 240 DL Jubileum (1987): Volvo released this model to celebrate its sixtieth anniversary. Like the fiftieth anniversary edition, it was based on the 240 DL series, only this time it was available as both a saloon and an estate. [edit] Popularity in Sweden This article may contain original research. Please improve it by verifying the claims made and adding references. Statements consisting only of original research may be removed. More details may be available on the talk page. (September 2008) This section does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (September 2008) In Sweden the 240 was popular as a service vehicle among many companies and government agencies. It was also popular as base for ambulances, hearses, limousines and as police cars. Many 240s were used by the former state owned monopolies such as the electric company Vattenfall, telecom company Televerket and the postal service Posten. Televerket had their vehicles ordered in a special orange paint. They also used the four speed M45 transmission well after it was discontinued on 240s offered to the public, and a Limited-slip differential. The latter option was also installed in 240s ordered by the Swedish armed forces. Posten had their cars in yellow and they were equipped with automatic transmission. On the contrary to normal vehicles in Sweden these were right-hand drive. Still 17 years after the production ended, the 240 is popular among various handymen such as carpenters and electricians. [edit] Concept models Volvo produced a prototype for a hatchback version, badged the Volvo 263 GL, but it was not chosen for mass production and is now on display in the Volvo World Museum in Gothenburg, Sweden. [edit] 240 in motorsport This section does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (November 2010) 240 Turbo at the Nürburgring 1985 Despite its non-sporting image the Volvo 240 was a successful competitor in touring car racing in the 1980s. In 1983 Volvo produced an evolution version of the 240 Turbo with a larger turbocharger and other performance modifications. All of these special cars were reputedly exported to the United States. Most of them were subsequently stripped of their racing equipment and sold as standard road cars, which later led Volvo into difficulties with the sport's governing body, the FIA, which questioned whether the necessary 500 cars had in fact been built. Debate continues to this day among enthusiasts about how many of the special-edition cars were built and what happened to them. Nevertheless, the 240 Turbo proved a successful competitor. In Group A racing form, the 240 weighed less than 1,100 kg (2,425 lb), and its turbocharged 2.1-litre engine produced more than 350 bhp (261 kW; 355 PS). Although the 240 was a big car and lacked the agility of some of its competitors, it was fast in a straight line and it was very reliable. Volvo did not run the cars directly, instead engaging the services of established teams to prepare and manage them. The Eggenberger Motorsport team was the most successful of these. One of their cars, driven by Gianfranco Brancatelli and Thomas Lindstrom, won the 1985 European Touring Car Championship outright. Meanwhile, cars run by other teams, such as RAS Sport, competed in other championships around the world, with a fair degree of success. An Australian Dealer Team car driven by the New Zealander Robbie Francevic won the 1986 Australian Touring Car Championship and the Wellington 500 street race in New Zealand. The car also won the Guia Race in Macau consecutively in 1985 and 1986. Volvo withdrew from the sport at the end of the 1986 season, partly because of the controversy over its adherence to the rules, but also because the 240 had achieved what it set out to do. Volvo did not return to touring car racing until the early 1990s, with the 850 model. The 240 also enjoyed some success in other branches of motorsport. Although Volvo had pulled out of rallying in the early 1970s, the 240 Turbo did see action as a Group A rally car in the mid-1980s, but without works backing it met with only limited success. The normally-aspirated version remained eligible for international competition until 1996, and to this day the 240 remains a popular clubman's rally car in Scandinavia. Its popularity has in recent years been boosted with the establishment of the Volvo Original Cup, or VOC. This is a championship for amateur rally drivers using Volvo 240s, 740s and 940s. In the interests of cost control, only very limited modifications are allowed to the cars. The series attracts large numbers of competitors, attracted by its low cost and by the Volvo's rear-drive handling and reliability. Because it is cheap and robust, the 240 has also become very common in folkrace competitions. In the UK the 240 is popular for banger racing, due to its strength. The Volvo 240 is now a common choice alongside Ford Granadas and Jags for using at 2.0 litre + banger meetings.      Wikimedia Commons has media  related to (category): Volvo 200 or Volvo 240 or Volvo 262 or Volvo 264 [edit] References ^ "Volvo Car Production Statistics, Volvo Owners Club". Volvoclub.org.uk. 2009-12-31. http://www.volvoclub.org.uk/history/year_stats_search.php. Retrieved 2010-10-09.  ^ "Volvo 240 Owners Manual and more". Analogstereo.com. http://www.analogstereo.com/volvo_240_owners_manual.htm. Retrieved 2010-10-09.  ^ a b "Volvo 200 Series". Uniquecarsandparts.com.au. http://www.uniquecarsandparts.com.au/car_info_volvo_200.htm. Retrieved 2010-10-09.  ^ Levin, Doron P. (1991-11-04). "Rare Miscalculation by Honda". New York Times. http://query.nytimes.com/gst/fullpage.html?res=9D0CE0DA1439F937A35752C1A967958260. Retrieved 2010-10-09.  ^ a b Lindh, Björn-Eric (1986). Volvo: The Cars - From the 20s to the 80s (2nd English ed.). Malmö, Sweden: Förlagshuset Norden. p. 206. ISBN 91-86442-14-7.  ^ a b Lindh, Volvo, p. 158 ^ Lindh, Volvo, p. 195 ^ Lindh, Volvo, pp. 198–199 ^ "Volvo 140/240 Changes.html". Home.blarg.net. http://home.blarg.net/~volvo242gt/Volvo140.html. Retrieved 2009-07-17.  ^ "1983 Volvo 242 Group-A Turbo". Flathood.saliv8.com. 1985-09-01. http://flathood.saliv8.com/history.php. Retrieved 2010-11-24.  v • d • e « previous — Volvo Cars road car timeline, 1960s–present Type 1960s 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Small family car 544 66 340/360 C30 Volvo 440/460/480 S40 S40 S40 Compact executive car Amazon / 120 / 130 S60 S60 / V60 140 240 850 S70 Luxury car 740 940 S80 S80 164 760 960 S90 260 Sport P1800 1800S 1800 E 1800 ES 242 GT 240 Turbo 850 R S/V70 R S60/V70 T5 S60/V70 R Coupé 262C 780 C70 C70 Estate car V40 V50 145 240 850 V70 V70 V70 Duett 740 940 V90 Crossover XC60 XC70 XC70 XC70 XC90 || The Volvo Owners Club For All Volvo Enthusiasts FOR ALL MODELS OF VOLVO CAR • FOR ALL AGES OF VOLVO CAR PROFILE ON THE VOLVO 240 and 260 JOIN VOC Homepage About Us Car Information Car Insurance Magazine Members Pages Parts and Services Web Site Search OTHER PAGES Volvo MotorSport Caravan and Camping Towing Tips Tow Bar Electrics Club Information Activities Contact Us Merchandise News Rallies Regional Sections Forums Forum Introduction Go To Forum Sales and Wants Gallery High Mileage Club FAQ Official Volvo Register Unofficial Listings History of Volvo Links Directory Miniature Models Safer Driving Tips Technical Technical Newsletter Volvo Press Information Volvo Wallpaper Site Map Profile on the Volvo 240 and 260 By Bob Isaac In the Autumn of 1974 the Volvo 240 and 260 Series was launched. At a glance it looked like the earlier 140/160 Series, but was also based on the Volvo Experimental Safety Car, a 1972 prototype experiment in car safety. McPherson strut type suspension was fitted to the front and the rear suspension was a modified version of that fitted to the 140 Series. The brakes were also modified. The main changes were to the engine. Although some models, the 242L, retained the B20A engine, most other versions had the new B21 4-cylinder engine. It had a cast iron block and a 5-bearing crankshaft and a belt driven overhead camshaft. The engine had a capacity of 2127cc with outputs of 97hp for the B21A carburettor version and 123hp for the B21E injection version. The 260 model had a new design engine developed jointly by Peugeot, Renault and Volvo (the PRV engine) - the V6 B27E with a capacity of 2664cc and giving 140hp. The block was an aluminium alloy fitted with wet cylinder liners. The new cars were available in six variants of the 240 and two of the 260. The 244GL was top of the range and had the fuel injection engine and leather upholstery. The 264GL had a choice of leather or plush upholstery and had electric windows. Power steering was standard on the 244GL and the 264. All models had a choice of manual or auto-matic gearboxes. The 1976 models were introduced in the Autumn of 1975 and several changes had been made. A carburettor version on the B27 with an SU carburettor giving an output of 125hp was added to the range but only used in the 264DL and the new 265DL estate. The choice of gearbox was also improved throughout the range. The B21A had a new camshaft which increased the output to 100bhp, and the B20A engine was dropped from the range because of emission regulations. The gearboxes were improved and new manual gearboxes introduced. Volvo celebrated its 50th Anniversary in 1977 and released a limited edition version of the 240, the 244DL "anniversary" car. It was finished in metallic silver with black and gold decorative trim and plush upholstery. The glove box was fitted with a silver plaque with the text "Volvo 1927-1977." Special badges were also fitted to the sides of each front wing. The 264GLE was introduced with automatic gearbox, alloy wheels and air conditioning as standard. New standards of quality control were introduced as it had become clear that the anti-corrosion and paint treatments were not up to the expected standard and many 1975/76 models were suffering severe rust problems. During 1977 Volvo also won British awards for car safety and in the USA the 240 was selected to develop guidelines for US safety standards. By now, the variants of the 240 were extensive, with different markets using differing specifications of engine and body trim. In March 1977 Volvo showed off its new model at the Geneva show, the 262. It was aimed mainly at markets with exclusive tastes. The 262 was based on the 264, in fact Volvo shipped 264 'kits' to Bertone of Turin who rebuilt them with the modifications. The seats were upholstered with black leather and doors had hardwood panels and the seats lower than 'normal' models. During 1976/77 only 3,239 two-door 260's were built; then in the Spring of 1977 it was redesigned the 262C. To begin with they were only available in metallic silver with a black vinyl roof but from 1979 modifications such as an enlarged boot lid and wrap-around rear lights, front spoiler and new design alloy wheels were introduced. An all over metallic gold finish was also available. Production halted momentarily in the summer of 1980 and then restarted in spring of 1981 with a new front design. In all only 6,622 models of the 262C were made, most going to the USA and Europe. This was a car for the truly discerning, as it also featured tinted glass, heated front seats, electric rear-view mirror, aerial and side windows, under-bonnet and boot lighting and power steering. In 1978 a few minor modifications were introduced mainly to the front of the car, and the seats were redesigned. The 242GT model was introduced, but not in the UK. This was a 'sporty' two door version with alloy wheels, power steering, fog lamps, four speed plus overdrive gearbox and firmer suspension and a rev counter. Again in 1979 some modifications were made. The GL's and GLE's had rectangular headlamps and a new grille. The front suspension was modified with stiffer shock absorbers, heavier anti-roll bars and the caster angle on models with power steering was altered. The diesel driven D24 was introduced powered by a Volvo-Volkswagen six cylinder engine with 2383cc capacity and giving an output of 82hp. This version never made much impression on the UK market but was well received in Europe and the USA. The redesigned 264GLE made it a 'luxury' car and made it popular with the wealthy and as a company car. The top of the range 240 was the 240GLE. It was fitted with the B21E engine and a choice of three speed automatic or four speed with overdrive gearboxes. Alloy wheels and a front spoiler were extras, as was power steering. 1980 saw the introduction of the 244GLT (Grand Luxe Touring) model using the four-cylinder B23E injection engine with 140hp or the V6 141hp engine in the saloon, the estate using only the V6. The V6 versions were not intended for the UK market but it is reported that around 200 were brought into the country to test the market. The car was very sporty and striking in its appearance with all black body trim, multi spoke alloy wheels with low profile tyres and leather or plush upholstery. The 244GL had a new B23A block giving 112hp and the B23E giving 136hp. The B23E was also fitted to the GLT. A new V6 engine was also released in the 264 range, the B28 giving 155hp. In Sweden the 240 Turbo was released with the B21ET engine giving 155hp. This model never reached the UK market because it could not be converted to right hand drive because of the design of the exhaust manifold. A few have been imported and conversion meant a 'one-off' manifold had to be made to avoid the steering column. The new 1981 model was also released in late 1980. The model had undergone many changes. The bumpers were smaller, lights were redesigned, and a redesigned front spoiler were some of the changes. Inside there was a new dash layout. Under the bonnet saw numerous changes also. The GL got a B23A engine with an output of 112hp. The high compression ratio of 10.3:1 gave rise to many complaints of 'pinking'. The GLE had the B21E engine and the GLT the B23E engine which now gave a lower output of 136hp. Refinements in the emission control were introduced also at this time. The overdrive, standard on most GL, GLE and GLT models with manual gearbox automatically disengaged when the gear stick was moved out of fourth gear. In 1983 the 'fleet' was trimmed and all were called '240'. Three engines were available, the 106hp B21A, the 112hp B23A and the diesel 82hp D24. The GLT retained the B23E engine. All other specifications could be included 'to order'. The only V6 variant left now was the estate, and the 240 variants now adopted the 260 front grille and bonnet. The 240 with the B23A engine was then fitted with a new five-speed gearbox. In 1984 some more modifications were made, with modification of the cylinder head of the B23E engine which gave an output of 129hp. The AW71 automatic gearbox used on the 760 was available for the 240. 1985 saw more changes to the engines as the 'low friction' engine was introduced. This was to increase engine life and improve fuel economy. Numerous modifications were made to many components of this engine. The new engine was designated the B230 with the introduction of a two litre B200 engine. This was the year that Volvo discontinued the 260 Series. In 1986, the year the number of 200 Series models exceeded two million, the car received another facelift. The front of the car was noticeably changed, with a new grille and bonnet, and redesigned rear-view mirrors. The boot lid was also redesigned and changed from the 'flat, look to a more curved appearance. An additional high level brake light was fitted to the rear screen. The three-way catalytic converter and Lambdasond engine system, used back in 1976 on models for the American market, were fitted to the UK models. This had the effect of reducing the power of the engine by about 10%. The following year saw the inclusion of a few more cosmetic items as standard, such as rear head rests on the saloons, and some more modification made to engines. Up until the end of production of the 200 Series in 1993 very few changes were made to the car. For the last couple of years only the estate version was made. So what made the 200 Series Volvo such a popular car for so long. For those who have driven it, and many of you will have at some time, the answer is very clear. It is reliable. Reliability is considered to be one of the most important features of any car. If the car was maintained properly the engine could be expected to run without trouble for over 100,000 miles. Indeed, figures in excess of 200,000 miles have been reported. A tribute to outstanding engineering. It is a pleasure to drive and very comfortable. Some refer to it as a mobile armchair, I won't argue with that, I like to travel in some comfort. The only thing I will say against it is that it doesn't like strong winds, you have to hold on to the steering a bit firmer. It is also a very safe car in the event of an accident and this has helped maintain its position as one of the safest cars on the roads. I have been asked many times what to look for when buying a second hand 200 Series Volvo. First thing to do, is NOT to switch on the engine yet. Let us start with the outside, the visual examination. Signs of damage repair or misuse will often show up by looking for variations in the colour of the paintwork. Although Volvo's have a good reputation for not rusting there are a few places that the 200 did suffer. As mentioned earlier, the very early models suffered badly because of poor anti-corrosion processes. The rear wheel arches tend to show signs of rust because moisture gets between the lips of the wing and inner wing panel. With age the sealant becomes cracked and loose. It is not too expensive to replace the wheel arches. The tailgate of the estates has long been a problem, but later models received extra attention in that area. For some reason the models of the early 80's suffered rusting at the bottom forward corners of all four doors. Rusting of the windscreen aperture seemed to effect some cars. Water leakage through the bulkhead can lead to all sorts of problems, and many suffered such leakage. The source was often bad fitting grommets or blanking plugs. Water leaked down the inside of the bulkhead and settled in gullies in the floor pan and if left undiscovered would gradually start the rusting process. Often, cars less than 10 years old would suddenly develop holes in the floor pan along the sides. The fuse box also suffered from corrosion through moisture build-up because of its poor location. Regular cleaning and some Vaseline often solves problems here. Continuing the visual examination, the car should not sag on its suspension, if it does then the springs have taken quite a load over its life. Most 200's had oil-filled shock absorbers and should be checked for leakage, but some GLE's and most GLT's had gas-filled shocks. The 200 also had quite an appetite for front tyres, especially models with power steering, which for 'town' driving I consider essential, unless you eat three Shredded Wheat a day, and once you've had the pleasure of power steering you don't want to go back to 'tug and pull'. A common problem for many years was rapid wear on the outside edge of the front nearside tyre. This was rectified by fitting a harder brush to the wishbone-to-body bracket. Fitting a stiffer front anti-roll bar will also help. Having satisfied yourself with the outside of the car a good look inside is next. Make sure all the bits of trim and panels are properly mounted and not held on with tape or other means. Make sure all the switches work. Look at the mileage, don't panic if it is high, often a high mileage car is better because it has been used. Make sure all the digits are in a straight line. If one is crooked then the clock may have been altered. Look at the condition of the upholstery as this gives some idea of how much use it has had. In the boot look at the wells each side and look for rust. On older cars expect to see some, but make sure it has not started munching big holes. Under the bonnet look for oil leaks, and if the car has been serviced by Volvo this will be easy because they often steam clean the engine. However there are not many Volvos around that are dirty under the bonnet. Check the oil dipstick, making sure it is between the two marks, and look at the colour of it. If it is grey or has bits of white ‘cream’ then the oil may be contaminated with water. This may be because it has done a lot of short journeys. When satisfied that all looks well then start up the engine. If the engine is cold and not run for some hours a gentle tap may be heard, especially on high mileage engines. This is normal and goes when the engine warms up. If it has a manual choke make sure it is working. Injection engines and later carburettor engines had an automatic choke system. The rev counter should register around 1200rpm. Press the accelerator a few times and the engine should respond positively. A test drive comes next, and the car should drive away smoothly without jerking. The gear changes of both auto and manual boxes should be smooth, otherwise a problem with that unit may be the cause. There should be no or little transmission noise, the 200 is very quiet even with 150,000 miles on the clock. A short drive should indicate if there are any problems with engine, transmission, steering or brakes. Some repairs can be expensive so it helps if you can get the assistance of someone who knows what to look for, such as an RAC vehicle inspector. I am sure the Volvo 200 will be seen on the roads for many years to come and one day I expect to see it listed as one of the great classic cars of the great era of motoring. Home | Legal | Contact Us | Members | Join VOC | Search | Site Map Volvo Owners Club Limited® 1962-2010 || The Volvo Owners Club For All Volvo Enthusiasts FOR ALL MODELS OF VOLVO CAR • FOR ALL AGES OF VOLVO CAR LIVING WITH THE VOLVO 240 and 260 JOIN VOC Homepage About Us Car Information Car Insurance Magazine Members Pages Parts and Services Web Site Search OTHER PAGES Volvo MotorSport Caravan and Camping Towing Tips Tow Bar Electrics Club Information Activities Contact Us Merchandise News Rallies Regional Sections Forums Forum Introduction Go To Forum Sales and Wants Gallery High Mileage Club FAQ Official Volvo Register Unofficial Listings History of Volvo Links Directory Miniature Models Safer Driving Tips Technical Technical Newsletter Volvo Press Information Volvo Wallpaper Site Map Living with the Volvo 240 and 260 By Bob Isaac 1 January 2000 Having passed on the mantle of 200 Series Register Keeper last year there was one piece of business that was left incomplete, and that was this article, to compliment the other 'Living with..' articles on the other models of Volvo car. In December 1985 I bought my first Volvo car, having previously owned 2 Fords and a Renault. When I was looking for a replacement for my Ford that had been written off in an accident that I would not class as serious, but the offending car, a Jaguar, had hit my Ford in the rear nearside corner and caused the roof to buckle. So I decided that a safer and stronger car was needed, and considering that I would be travelling the M4 with my children a lot. I looked at 2 Volvo's, a 244GLE and a 264GLE, both of 1981 vintages. The 244 looked nicer with its silver bodywork and black trim with black leather inside. The 264 had blue cloth interior and did not look as good. At the time I knew nothing about the mechanics of Volvos. I did not know that the 264 had AC and power steering, but then I'd lived without those anyway. I took the 244 out for a drive and I was smitten. It felt sturdy and secure on the road, and it drove wonderfully. Smooth and quiet, with quite a remarkable acceleration. A factory fitted sunroof, and heated front seats. It had a 2.1 fuel injected engine with a 4 speed gearbox with overdrive. Wonderful, fetch the contract. Where do I sign? The 60,000 miles on the clock did not worry me at all, as I had heard about the high mileage possible with these cars. The high seating position gave a great feeling of security, and the vision was excellent. The seats were like none I had sat in before, firm and comfortable. And the seat heaters were just marvellous. Please, let it be a very cold winter this year. The car was a dream to drive, so positive with the steering, and the best set of brakes I had encountered in a car of this class. The legroom for rear passengers was very good, and the boot space more than ample. This was a car I would want to drive and drive. My first drive down the M4 from London to Wales was a few days away and I looked forward to it greatly. On the day of the journey the weather was dreadful, heavy rain. I set out, with some friends who were travelling with me. In no time the car was up to 70mph and cruised so smoothly but with a great feeling of safety on the road. It was an effortless drive, and at the end I got out feeling fresh, with none of the aches often associated with long drives. The fuel consumption was excellent, around 31mpg for the motorway journey. So how did it stand up to the demands I made of it over the following 14 years? I have to say it stood up admirably. I bought a Haynes workshop manual and started to investigate what was under the bonnet, and how the rest of the car worked. I soon started to do my own servicing and found it was a very easy car to work on, quite basic in fact. The only area I did not yet look into was the Bosch K-Jetronic fuel injection system. One weak spot I found was the fuel injection relay, a known problem. They never lasted long, they kept burning out. So I always kept a spare one in the boot. It is just as well, because one evening we were going along the M4 into London to meet my daughter for dinner when the engine cut out without warning, and would not restart. Fortunately I was near the off slip and I pulled in. When the RAC came he diagnose a faulty injection pump relay, and a quick visit to the boot to retrieve the spare and off we went. The relay was later modified but I still kept one in the boot. For some reason the car always suffered with this relay problem, even the modified one. Other weaknesses of the car are slow windscreen wipers, even at double speed, and less than adequate light from the big headlamps. When new, the headlamps give out a reasonable amount of light, but the reflectors get tarnished quickly and deteriorate and the amount of light given out gets less. One 240 owner complained to Volvo UK after being told by a dealership that the only answer was to replace the reflectors, which are not cheap. In a letter from Volvo UK, the 240 owner was told that the life expectancy of the headlight unit was about 5 years. Not bad for a car that was supposed to last at least 17 years. I have always believed in regular oil changes and use good quality oil. From the beginning I used Mobil engine oil and changed it every 3-4000 miles. When Mobil 1 came out I would change it after 4-5000 miles. I always used a genuine Volvo oil filter and air filter. I also learned early that the crankcase breathing system was not very efficient and needed cleaning often. This I would do every oil change. The pipes and throttle were liberally cleaned using an aerosol of car cleaner, and the flame trap replaced. I later removed the flame trap after a Volvo mechanic said that it was common practice to do so. I changed the gearbox oil and put in Amsoil gearbox oil. At first I used Volvo brake pads and shoes, but I later changed to Ferodo, much cheaper but still very good. The brake master cylinder was replaced at 80,000 miles. The prop shaft was balanced once and one UJ replaced, and all discs replaced after about 120,000miles. At around 150,000 miles the shocks were changed. I didn't use Volvo parts I phoned Ashley Banks and got a set of Koni's from them. The front wheel bearings were replaced at around 160,000 miles. It had a new clutch at around 180,000 miles. Nothing major was ever done to the mechanics of the cars, and when I sold it in January 1999 it had 232,000 miles on the clock and still purred. A lot of preventative maintenance was also used, such as regular changing of injector seals, plugs, HT leads, coolant and brake fluid. The flexible brake hoses were changed once, at around 100,000 miles. Most of the bushes also got replaced at 100,000 miles also, and that made a great transformation in the feel of the car on the road, and noticeable reduced steering vibrations. Over the years I had customised it a bit, and it was an easy car to work on. Numerous addition Volvo gauges were added; the sunroof got an electric motor. On a club trip to Sweden I bought a cruise control kit for it. I also fitted power steering to it, getting all the parts from a scrapped 240. The conversion was very easy, and what a difference it made. Parking was much easier. The car maintained its good appearance for many years, but in the early 90's I noticed some rust forming on the rear wheel arches and bottoms of the front wings near the front doors. I had Waxoil'd the car soon after buying it but it had not halted the rust. I treated the areas and set around checking the rest of the car. On lifting the floor mats I was met with a horrifying sight. The gullies under the front seats were filled with water. After clearing out the water I found that rusting had started in a few places. So I drilled a hole each side to allow any further water to drain out and treated the entire area. The search for the source then began. I found that several of the seals and grommets in the bulkhead were letting in water, so they got fixed. I then found that water was also leaking from the behind the trim either side of the front foot wells. It transpired that water running into the grill between the screen and bonnet runs along a gully and then down the box section behind this trim. The protective waxed paper behind the trim had got dislodged and allowed the water to run into the car. During my years as register keeper I found that this was not an uncommon problem. Even late 240 estates suffered badly with leaks from the side windows, sometimes causing very serious rusting of the floor. I found out that many early 80's 240's with metallic paint suffered rusting in similar places. The rear wheel arches, bottoms of the front wings near the front doors, and the lower leading corners of all four doors. Tailgates on the estates suffered dreadfully. It seems that the anti rust process used to great success on earlier Volvo's had been changed and was not so good on many 200's. The other common problem with this model Volvo was that the front nearside tyre suffered excessive wear on its outside edge. This was due to the steering and suspension geometry. It was partially addressed by Volvo producing a harder wishbone bush for that side. I had 15 years of enjoyment and safe motoring from the 240, with complete reliability. And I think it was quite economical also. The only car that could tempt me away from another 240 was an 850 T5 that was available at the right time. It is a shame that production was eventually stopped; it was a great seller, a very popular car. It had a reputation as being a sturdy workhorse, a well-deserved reputation. 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VOLVO V70 REAR LIGHTS 0 Bids£14.99+£6.99Time left:4m VOLVO V70 01- XENON HEADLAMP BULBS HID UPGRADE KIT £9.45+£2.49Time left:26d 14h 15m Moulded Plastic Boot Liner for 1999 Volvo V40 Estate 5 Bids£18.77Pick up only: FreeTime left:16m OIL FILTER Volvo V50 2.0D (04-) £3.35+£1.20Time left:26d 15h 43m Volvo C30 Nearside Chrome Wing Mirror Cover 1 Bid£5.00+£4.99Time left:21m VOLVO V70 2000-2004 FLAT AERO WIPER BLADES 24"22"A £7.99FreeTime left:11d 9h 32m Volvo V70/S60 O/S Front Wing 0 Bids£30.00+£25.00Time left:22m VOLVO XENON HEADLIGHT H4 CAR BULBS,440,850,9​40,S40,V40 £4.80+£1.95Time left:1d 9h 53m Volvo V70/S60 N/S Passenger Front Wing 0 Bids£30.00+£25.00Time left:22m VOLVO S40/V40 2001 - 2004 FRONT INDICATOR CLEAR R/H £19.95+£3.95Time left:17d 0h 18m VOLVO V70 ESTATE 2000 BOOT MAT LINER RUBBER ANTI SLIP 0 Bids£27.00£32.00+£7.50Time left:44m VOLVO S60/S80/V70/XC7​0 FRONT WISHBONE BUSH TRAILING ARMCOMES WITH ONE YEAR WARRENTY & STANDARD DELIVERY £28.99+£4.99Time left:29d 1h 41m VOLVO V40 ESTATE BOOT DOG MAT LINER ANTI SLIP RUBBER 0 Bids£27.00£32.00+£7.50Time left:45m VOLVO XC70 BOOT DOG MAT LINER RUBBER ANTI SLIP NEW 0 Bids£27.00£32.00+£7.50Time left:49m GENUINE VOLVO S80 REAR MUD FLAPS (PAIR) £29.99+£4.98Time left:19d 5h 23m volvo s40 LED rear light stoplight stop light working 0 Bids£4.99+£3.29Time left:1h 8m VOLVO S40 V40 (2001-) YELLOW SIDE MARKER LAMP £14.75+£1.99Time left:23d 1h 54m VOLVO / AMAZON OVERDRIVE GEARBOX REBUILT- NEW BEARINGS 0 Bids£350.00Pick up only: FreeTime left:1h 12m BOSCH Front Windscreen Wiper Blades VOLVO V70 MK1 £10.70+£3.85Time left:19d 5h 12m Volvo 740/760 tow bar 0 Bids£20.00Pick up only: FreeTime left:1h 21m VOLVO C70 AUTO 06 ON DELUXE BLACK TAILORED MATS £29.99FreeTime left:1d 10h 41m Volvo 740/760 Bonnet 0 Bids£25.00Pick up only: FreeTime left:1h 27m VOLVO S70 V70 C70 IGNITION COIL 9125601 £12.00+£3.00Time left:25d 22h 12m DAF 46 & 66 REAR SHOCK ABSORBER 0 Bids£15.99+£8.00Time left:1h 44m 55w XENON HEADLIGHT BULBS Volvo S40 04- H7 free 501's £3.88+£1.95Time left:11d 5h 1m VOLVO PV444 AND PV544 REAR SHOCK ABSORBERS 0 Bids£29.99+£10.00Time left:1h 47m VOLVO 340 PARCEL SHELF NEW 0 Bids£5.99+£10.00Time left:1h 50m Oil Filter Removal Tool Volvo S40 S80 S70 XC90 £6.95+£2.80Time left:26d 11h 10m Volvo 940 Hella Headlamps 0 Bids£10.00+£10.50Time left:1h 50m Volvo S60/V70/S80 Front Brake Disc's and Pads 305mm £115.50+£9.99Time left:6d 23h 45m VOLVO 340 PARCEL SHELF NEW 0 Bids£0.99+£10.00Time left:1h 51m VOLVO S70 V70 1997-2000 3 BUTTON REMOTE KEY FOB CASE £10.50+£2.50Time left:29d 4h 22m VOLVO XC90 EXHAUST 0 Bids£30.00Pick up only: FreeTime left:2h 13m Volvo S40 V40 01 New Front Indicator Light Lamp N/S £29.99FreeTime left:26d 3h 58m VOLVO V70 ESTATE HEADLAMP LEVEL SWITCH 0 Bids£4.99+£1.99Time left:2h 14m MASS AIR FLOW SENSOR METER VOLVO 0280218108 0280218045Express delivery available £32.99+£4.00Time left:29d 21h 41m JAGUAR X TYPE FRONT BUMPER 3 Bids£41.01Pick up only: FreeTime left:2h 17m Volvo S70 V70 C70 Alarm Fob Remote - Casing £12.99FreeTime left:10h 19m Vintage Volvo brake pads 240,242,244,245​,264,265 0 Bids£9.99+£5.50Time left:2h 29m VOLVO 240 5 x WHEEL STUDS (for one wheel) 1 Bid£4.00+£3.85Time left:2h 48m VOLVO S70/V70 1996 - 2000 FRONT INDICATOR LAMP L/H £12.95+£3.50Time left:29d 0h 54m VOLVO 240 FRONT DRIVERS WINDOW REGULATOR 0 Bids£6.50+£10.50Time left:2h 48m VOLVO S40 V40 HEADLAMP ADJUSTER (SINGLE BULB HEADLAMP) £17.50+£2.50Time left:16d 13h 4m VOLVO 240 N/S REAR PASSENGER DOOR GLASS 0 Bids£5.50Pick up only: FreeTime left:2h 48m VOLVO S70 V70 C70 3 BUTTON REMOTE KEY FOB CASE / COVER £10.50+£2.50Time left:6h 3m VOLVO 240 IGNITION COIL 0 Bids£5.00+£5.95Time left:2h 48m VW PASSAT OUTER CV JOINT 2000-2005 NEWExpress delivery available £14.90+£7.50Time left:6d 1h 25m VOLVO 240 NEARSIDE REAR WINDOW REGULATOR 0 Bids£6.00+£9.00Time left:2h 48m REAR LINK STABILISER - VOLVO 480 86- 97 £11.00+£3.50Time left:21d 8h 6mVOLVO 240 OFFSIDE REAR WINDOW REGULATOR 0 Bids£6.00+£9.00Time left:2h 48mPage 1 of 1144Previous1234567NextItems per page2550100200Tools:Saved searches|Want It Now|RSS Learn moreVolvo V70 T5 | Volvo | Volvo V40 | Volvo S60 | Volvo C70 | Popular Products | eBay PulseShopping | Gumtree Inside eBayAffiliatesDevelopersDownloadsThe eBay ShopeBay MobileFeedback forumGift certificates & gift cardsJobsReviews & guideseBay sitesArgentinaAustraliaAustriaBelgiumBrazilCanadaChinaFranceGermanyHong KongIndiaIrelandItalyKoreaMalaysiaMexicoNetherlandsNew ZealandPhilippinesPolandSingaporeSpainSwedenSwitzerlandTaiwanThailandTurkeyUnited KingdomUnited StatesVietnamCompanieseBay ClasssifiedsHalf.comMicroPlaceMotorsPayPalProStoresRent.comShopping.comStubHubAbout eBay | Announcements | Buy Hub | Safety Centre | Partner Centre | VeRO: Protecting Intellectual Property | Policies | Feedback Forum | Site Map | Help | eBay official timeShop with confidence.  Learn moreCopyright © 1995-2010 eBay Inc. All Rights Reserved. Designated trademarks and brands are the property of their respective owners. Use of this website constitutes acceptance of the eBay User Agreement and Privacy Policy. This page was last updated: 12-Dec 10:17. FINDING_TREATMENT_18, FINDING_TREATMENT_6, FINDING_TREATMENT_30Number of bids and bid amounts may be slightly out of date. See each listing for international postage options and costs. Popular productsNo suggestionsHide eBay suggestions || Car Search Car News Car Reviews Sell My Car Sign In Used Volvo 240 Search for a Volvo 240 for sale here or many other used cars for sale € € Volvo 240 - Here is a sample of our Used Volvo 240 cars for sale Volvo 240 gl auto - volvo estate slight scratch/dent in passenger rear door other than that good condition for year tax end april2011 mot and sept2011 reason for selling would like smaller car - Used Volvo 240 for sale More details... 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