Volvo Problems

Driving a Volvo might not be cool, but if you look past its painfully politically correct safe and sound image you’ll find a sturdy, well-built car that would make the perfect ride for the young inexperienced driver in the family. It shouldn’t come as a surprise that Volvo’s designers placed heavy emphasis on fuel efficiency and safety when they penned the 240 in the early 1970s. After all it came at a time of considerable conflict in the Middle East and it was feared that our supply of oil would dry up overnight.Fearing the worst governments around the world introduced regulations designed to encourage carmakers to build smaller, more economical cars. The 240 was Volvo’s response to the new rules.MODEL WATCHThe 240 debuted in 1975 and ran with regular updates until 1993. From the outside it was rather plain and angular but the boxy shape delivered plenty of room inside, which made it perfect for families. The wagon in particular could swallow everything a family could possibly want to carry, and more.There were three levels of luxury. The DL or Deluxe was the poverty pack model, with a carburettor engine, and basic trim. The GL was the luxury model and that came with a fuel-injected engine, power steering and more luxurious trim, while the GLE was the top model and it came with all the bells and whistles, like full electrics, alloy wheels, sunroof, and the choice of leather trim.The 240’s engine began life as a 2.1-litre single overhead camshaft unit with cast iron block and alloy head. The carburettor version in the DL put out a modest 75 kW, while the Bosch K-Jetronic mechanical fuel injection engine in the higher models produced 140 kW.The fuel-injected engine was increased to 2.3 litres in 1981, and in 1984 the fuel injection system changed to Bosch L-Jetronic electronic and power slipped slightly to 98 kW.There was a choice of auto or manual transmissions. Early cars had a Borg-Warner 35 three-speed auto or four-speed overdrive manual, but a five-speed manual arrived in 1983, followed a year later by a four-speed Aisan-Warner auto.The suspension was conventional MacPherson Strut at the front and live axle at the rear. In standard trim the 240’s ride was comfortable and its handling secure, and with some tweaking of the springs, shocks and sway bars it could be transformed into quite a sporty ride.Its steering was precise rack and pinion, and brakes were disc front and rear.IN THE SHOPIt takes a lot to kill a 240, they’re almost indestructible, but if you manage to pull off the impossible they’re not hard, or expensive, to fix.The good news is that there are lots of 240s around and secondhand parts are easy to find and cheap to buy. An added bonus is that there is a high degree of interchangeability of parts; a guard from a 1975 model will bolt straight up to a 1993 model for instance and there are plenty more parts that will do the same.Rust isn’t a major problem with the Volvo, the bodies were well rustproofed and don’t seem to corrode as much as some other cars. If rust is evident in the doors or guards, check for crash repairs because the rust is probably due to poor repairs at some stage.The most likely places you’ll find rust are around the side windows on the wagon, and around the lower corners of the windscreen on sedans.The four-cylinder engine is good for 400,000-plus kilometres and there are plenty around that are testimony to that. One owner boasted that his 240 is still running like a clock with close to 700,000 km on the odometer.Early cars will happily run on unleaded fuel, but later cars between 1984 and 1986 with a higher compression ratio will ping of unleaded or lead replacement petrol and need a higher octane fuel like PULP to run happily. One solution to this is to reduce the compression ratio, which can be done for around $400, or $800 if you choose to recondition the head at the same time.Oil leaks can be a pest on the 240’s engine. Front seals are prone to leaking but these can be routinely fixed when the cam belt is changed at the recommended 60,000 km intervals, and leakage from the rear main seal is not uncommon.The 240’s driveline is bullet proof. Little trouble is reported from the auto or manual trans and the diff lasts forever.The interior trim is hard wearing and stands up quite well to the harsh Aussie conditions. Cars that have been exposed to the sun all their lives will probably have crashed crash pads.LOOK FOR• boring boxy styling hides comfortable and roomy interior• bullet proof mechanicals• crash protection for young drivers• good supply of inexpensive secondhand parts

The C70 coupe was one of the first models from Volvo's sexy new era. The severe shapes that characterised previous safe and sound models were softened and smoothed, and one of these models resulted in the 70 series that replaced the old 700s. There was a sedan and a wagon, but the standout was the C70 coupe.MODEL WATCHThe C70 was the same as its more family-focused siblings from the windscreen forward, but rear of the screen it was all new with sweeping curves, sculpted flanks and bulging wheel arches that combined for a strong powerful stance. Despite its coupe curves, the C70 was still reasonably roomy inside with ample accommodation in the rear for a couple of adults.The new dash added to the softness of the 70 series, the squared-off lines that had become Volvo's calling card now flowed smoothly and the edges had been softened for a friendlier, more welcoming feel. Inside there was a luxury feel with leather-trimmed seats and woodgrain trim, with a leather-wrapped steering wheel and gear-shift knob.Then there was the long list of standard features, which included a power sunroof, a superb 10-speaker sound system with CD player and Dolby Surround Pro-Logic, power seats, power windows, cruise, trip computer, airconditioning, dual airbags, side airbags, remote central locking and immobiliser.Below the surface, Volvo had switched the drive from its traditional rear drive to the more modern front-wheel drive system. For power it used a turbocharged double overhead camshaft five-cylinder engine, which pumped out 176kW of peak power at 5100rpm and maximum torque of 330Nm. It was enough to have it reaching 100km/h in less than seven seconds, and reach a top speed, which was electronically limited to 250km/h.Buyers could choose between a five-speed manual, which was quite a slick gearbox, or a four-speed auto, which was by far and away the preferred choice by Australians.A wider rear track gave the coupe a more stable footprint than its sedan and wagon cousins, and along with some retuning of the suspension, helped make it quite well-balanced on the road after a little turn-in reluctance typical of front-wheel drive cars. Low profile sports tyres provided its grip, while the standard 17-inch alloy wheels finished off its sporty appearance.IN THE SHOPMany C70s will be in the hands of second and third owners, some of whom may not appreciate it as its first owner did. The consequences can be a lack of servicing, and with many approaching the 100,000km mark, they will be in need of a cam belt change.Check the service record, particularly on any car that has passed the 120,000km mark and make sure the belt has been changed.Inspect potential buys closely for damage to the body and wear inside on the leather trim and select the best available car. Body rattles are a fairly common find, and the plastic rollers in the window winder mechanisms were known to break.CRUNCH TIMEDual front and side airbags provide good secondary crash protection, while its agile chassis and powerful disc brakes are designed for crash avoidance. The annual survey of real life crashes showed the C70 to be better than average for occupant protection, but worse when it came to injuring those it hit.RATING 16/20 Good-looking four-seater coupe featuring an impressive level of performance, as well as offering a roomy interior with heaps of comfort.

Volvo won a reputation for safe and reliable transport with models like the very popular 240, but with the 700 series the Swedes added luxury to its portfolio. The six-cylinder 760 was the ultimate Volvo luxury model, but the 740 combined the new luxury with the best of the old Volvo virtue of four-cylinder reliability.The 700 brought sharp new aerodynamic styling to the Volvo brand, a huge change for eyes accustomed to the boxier 240 series the company had been producing for almost 10 years before the 700 series made its first appearance overseas in 1982.MODEL WATCHThe 700 series arrived here in 1985, and true to its luxury claims was well equipped with plenty of comfort and convenience features.The 740, the four-cylinder variant, came in GL and GLE forms. Initially it was only available as a sedan, but from 1988 Volvo added a wagon to the range, again with GL and GLE versions.The entry level GL had cloth trim, manual window winders and mirror adjustment, but the GLE was the one with the lot, leather trim, power windows, power mirrors, power steering, air-conditioning, ABS and alloy wheels.Power came from a 2.3-litre single overhead camshaft four cylinder engine that had won a loyal following in the 240. It had a cast-iron block, but an alloy head, and was fed initially by a mechanical fuel-injection system.Output of the SOHC four was 96 kW, but from 1986 there was also a turbocharged version of the engine, which pumped power up to 119 kW for more punch.The mandatory use of unleaded fuel from mid-1986 saw the engines revised. Compression ratio was lowered, the fuel-injection system and ignition became fully electronic.A DOHC, 16-valve engine was offered in the GLE from 1989, these cars identified by rear ‘16 Valve’ badging. Power was then 115 kW.Early cars had a choice of four-speed overdrive manual gearbox or four-speed auto, but from 1988 the choice was between a five-speed manual and four-speed electronic auto.Suspension was a combination of MacPherson Struts at the front and a live axle and leaf springs at the rear. Steering was power assisted and brakes were disc at each corner, with ABS standard on the GLE.Although the 740 was built before airbags were commonplace it boasts a high level of safety for the period. Apart from the renowned body structure, which provides a high level of primary safety, later 740s also had seat belt pretensioners that reduced injury from the seat belts by tensioning the belt in the event of a crash.IN THE SHOPThe 740 is now a road veteran, the newest ones being 12 years old. Many will have high mileages showing on their odometer, so care is needed when inspecting prior to purchase.Like all early Volvos the 740 will give many years of solid reliable service, particularly if they have been well maintained. With that in mind start by checking for a service record. If it doesn’t have one, or one that can be verified, take it to an recognised Volvo specialist, like John Johnson of Voldat, and have it checked out.The good news is that with alloy heads and hardened valve seat inserts they can be run on unleaded fuel, even pre-’86 cars, although their high compression means they will need PULP to avoid pinging.Volvo engines are generally bulletproof and give little trouble, even with high mileages. They are relatively tolerant to a lack of servicing, but it’s better to keep up the maintenance if you want a troublefree run.Turbo engines require more regular servicing to keep them running at their best. Regular oil changes are essential, and it’s important to drive them with some mechanical sympathy, following the recommended procedure when shutting down the engine.Johnson recommends changing oil every 5000 km in cars used in city traffic, but that can be extended to 10,000 km if it’s on the highway. Cam belts should be changed at 60,000 km intervals, but breakage on the single overhead cam engines will only result in an inconvenient roadside wait for help rather than expensive internal damage.Changing the belts is more critical on the double overhead cam engines, which will suffer substantial internal damage in the event a belt breaks. Again, Johnson recommends changing the belts at 60,000 km intervals.The 740 was offered with a manual transmission, but most were sold with an automatic. Early cars had a ZF four-speed, and spares for that are now hard to find, but most had the familiar Asian-Warner five-speed that is quite robust and will give 200,000 km without major trouble, particularly if serviced.Diffs are bulletproof and give virtually no trouble in service, even with high mileage.With MacPherson Strut suspension at the front and coil springs on a solid axle at the rear the 740 suspension is simple and largely troublefree. Listen for any knocking from the front, which could signify the need to replace the caster bushes.Brake wear can be a problem with discs typically needing replacement at around 100,000 km, but aftermarket discs cut the cost.Age is starting to have an affect on the 740’s wiring looms, particularly in the engine bay where they are subject to the extremes of heat and moisture, which can cause deterioration of the wiring and insulation.Later cars with electronic ignition and fuel-injection can suffer problems with the computer, but these can now be rebuilt relatively cheaply by service specialists to avoid any further trouble.Although the 740 was a solidly built car, and the body generally stands up well, it’s important to check for rust. Water leaks, mostly through the rear window or through openings in the dash panel where hoses or wiring looms pass through, can result in rust in the floors. It’s worth lifting the floor coverings to check the state of the floor, front and rear.Providing it’s in good condition, and has been well maintained, Johnson says there’s no reason why a Volvo 740 won’t continue to give reliable motoring to 400,000 km and beyond.LOOK FOR• solid, safe and reliable transport• relatively cheap prestige motoring• check for service record, particularly on turbo models• lift floor coverings to check for rusty floors