|UPDATED: November 18, 2018 CONTACT|
|D O M A
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|S E A R C H D A V E ' S
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Dave . . . a Volvo 240 hobbyist. I've been playing with Volvos
(mostly 240s) since 1988. My pages here are an
attempt to share
my experiences with other Volvo
hobbyists and to chronicle the knowledge and information I have
gathered over the
years so it may be passed on to others.
I've owned 10 Volvos since 1988. So I thought I'd list some of them below....
<<< My second Volvo (but first 240). A white 1983 244 DL. I bought it in 1990. Non-sunroof car, roll-up windows, auto trans, marginal AC, ok gas mileage. It was exceptionally clean with only 50k miles when I found it in Huntington Beach, CA. Cost me $5,000. Already being an avid iPd customer, it soon got their anti-sway bars, sport springs and Bilstein HD shocks, as well and a few other fun goodies. I bought the back half of a 240 Turbo exhaust and installed it from the cat-back. That was a really nice improvement. It originally came with 14 inch steels wheels with beauty rings and hubcaps. I installed the 15 inch alloy wheels from my '88 760. I drove this car everywhere for 6 years and put over 100,000 miles on it. In 1996 I gave it to my daughter when she got her drivers license. Unfortunately it was destroyed a few months later when some nit-wit pulled out directly in front of her in a Chevy Caprice. She couldn't avoid the Caprice and hit it broadside at 50 plus mph.
More info HERE (continued).
<<< My current Volvo as it looked when I bought
it in 2003. I
bought this black 1984 242 Turbo
from the 3rd owner. The
and leather interior was very nice because the car was always garaged and still
It's very important for an old car like this to live indoors if you
to stay nice for this many years. This car was a rare find
and it is a great car
to drive and own.
This 242 came with iPd TME sport springs and iPd 25mm anti-sway bars. I helped the previous owner install those a while before he sold the car to me. Otherwise everything was original.
|<<< It was all original and stock when I got it. This is an underhood shot taken at the 2003 Westside Volvo Show in Culver City, California. I resisted the urge to modify this car for a few years, but slowly that urge began to win. So it has undergone a few modified changes.|
|<<< After the original automatic transmission failed more than 100 miles from home (during a road-trip to the annual Davis Volvo Show a number of years ago), I swore off auto transmissions and replaced it with an M46 4-speed plus overdrive transmission.|
The Eiker wheels (Polaris
replicas) seen in some below
Finland in 2004. They are 17 x 7.5
inches and were
215/45-17 rubber. In 2004 the Eiker Wheel Company would
not ship to U.S. customers, so a
Finnish friend arranged for a relative to purchase and ship then to me
It wasn't cheap, but I loved these wheels and at that time almost no one
else here had them
on their cars.
Several years later
these wheels became available
U.S. through a
and they started appearing on other 240s.
There is info out there that center caps from a first generation S40 (2001-2004) will fit these wheels. I was informed in 2018 that those DO NOT fit. Too small. If anyone knows the real size, please let me know.
If you're looking for these Eiker wheels, Kaplhenke Racing offers them in their site: www.kaplhenke.com/collections/240/products/eiker-classic-e1
| Then I decided to install a Ford
World Class T5Z 5-speed transmission with a Hurst performance
short-through shifter. My setup has a hydraulic clutch that I
installed after stretching and breaking a couple clutch cables. More
that can be found in
my Hydraulic Clutch Page.
<<< That shifter stick is detailed below.
| A lot of
people have asked what I did for my shifter.
<<< I began with this chrome shifter stick.
<<< Since it was a little too long for my preference, I cut a little bit off the bottom (maybe an inch).
The holes I'm using are the BOTTOM one (which was the existing top hole before) and the third hole from the bottom in the photo, which I drilled out. The other holes were experimental and I didn't used them.
The final shifter position is now perfect in my opinion. It's comfortable and and easy to reach any gear.
|<<< That's a rubber bushing from Hurst. PN 1140015. About $11.|
It adapts the flat shifter stick nicely to the round hole of the
original 240 rubber shift boot.
| <<< Eventually I grew tired of
the traditional humped "coffin" hood,
car received a flat hood and matching
The engine is still the original B21FT, but a few added features have crept in, such as SDS EFI programable fuel injection and ignition and a Mitsubishi TD04HL 15G turbo (originally from an 850 Turbo), which is mounted on a later (1990+) exhaust manifold.
And then some nice new taillights. That kept me content for a
while. I've been asked where these taillights came from.
They started as ALL CLEAR taillights I found on eBay. Then I
bought some transparent red spray paint
from the model section in a hobby store. More info on painting your taillamps can be
That rear spoiler is a very rare Volvo 240 accessory made by Zender in the 1980's.
2010 I decided to go old-school on
the front grill and lights just for fun. In
November 2010 I
took the 242 on a road trip to the annual Arizona
Volvo Day in Tucson, Arizona. It was awarded
first place in the rear wheel drive class. I have photo albums
from this and a large number of Volvo meets going back many years in my
Volvo Meet Photo Album page.
taken during a trip down the Northern California coast in May 2011
attending the iPd Garage Sale and RSI
pic was on the
famous coastal Mattole Road south of Ferndale. The
two pics are in Humbolt Redwoods State Park with the giant redwoods.
|<<< I added these 100 watt Dick Cepek driving lights in the grill in 2011. If you thought those were standard 242 GT fog lamps, you should look again. They're much larger than 242 GT fog lights, so I carefully enlarged the fog light buckets from a 242 GT grill and fitted the larger off-road lamps. They light up the night like the sun! That's a useful bonus on long, dark roads.|
In 2012 I decided it was time for some different
wheels. The Eikers were on the car for 8 years. They are
very nice wheels, but when I first installed them, there were almost no
other Volvos that had them. After a few years, a lot of 240s had them,
wanted a change to something I
wouldn't see on numerous other 240s at
every Volvo meet I
I have always loved the look of BBS mesh style wheels. While these
wheels are NOT genuine BBS, I found them on eBay. The size is 17 x 7.5,
same as the Eikers,
but these have a BMW
pattern (5 x 120 mm, with 72.56 mm hub center). So I had some
adapters custom made by http://www.motorsport-tech.com.
More on adapters below.
These tires are 235/40-17 Goodyear Eagle F1. If you fit a tire this wide on the rear of a lowered 240, you WILL very likely be trimming or pounding some of the inner rear fender metal to make more room. The back half of the rear arch will rub on a wide tire on bumps. If the car is lowered, it'll rub even more on bumps. I have created an article in my 240 Mods Page on how I made clearance for these wheels/tires on my 240: http://www.240turbo.com/volvo240mods.html#rearwheelclearance.
The reason I
decided on wheels with a BMW
bolt pattern with adapters is
because there are MANY more wheel styles to choose from for a BMW than
for a Volvo 240. So shopping for something I liked was easier.
These wheels are 7.5 inch wide with -35 mm ET offset. I
thick adapters in front and 40mm thick in back. Adding the extra
20 mm in the
back helps push the wheels out more toward the outer fender. These
specs worked nicely for me
rear inner fender sheet metal work I did.
Most custom adapter makers will tell you their minimum recommended adapter thickness is somewhere between 20 and 30 mm. Motorsport-tech.com told me their minimum thickness is usually 19-20 mm. The wheels you choose will need the right offset to compensate for your adapter thickness. Also keep in mind that a wider front wheel/tire may also get closer to the front strut tube on the inside and your offset calculations should be compensated for that wheel/tire clearance too.
|<<< In 2017 I
completed a HUGE conversion
of the AC with a complete new system from Classic
Sounds pretty drastic. It was, but it's working better than it ever did before.
Click HERE to see complete information on this conversion.
<<< Recent pics from 2018.
If you're curious about the hood vents, they're from a Ford Sierra RS Cosworth and they function very well getting heat out of the engine bay.
<<< Here is a recent underhood shot (from June 2018).
ENGINE MANAGEMENT: I've been using SDS EFI to control fuel and spark for many years. Before converting this car to EFI, I used SDS EFI in my 245 Turbo for many years beginning in the 1990s. I get occasional ridicule from Megasquirt users who think SDS deserves no respect compared to Megasquirt. Maybe Megasquirt is better, maybe it isn't. While Megasquirt does offer a number of peripheral options that SDS doesn't offer, I've never had an SDS related issue or failure in both 240s I used it in over the past 20 years. I know a LOT of Megasquirt users who can't attest to such reliability.
Keep in mind that SDS has been a very well respected and proven system for AIRCRAFT engines for many years: http://www.sdsefi.com/aircraft.html. Are there many pilots out there who trust Megasquirt enough to fly around with it?
I'm not a Megasquirt hater. I've just never used it yet. I may even try it out someday in my car if sufficiently motivated.
There's a lot going on under my hood, but it's pretty reliable and keeps my car going as it needs to. That's a big custom Griffin aluminum radiator with a Lincoln Mark VIII fan. I have more info on this installation here: 240turbo.com/ElectricCoolingFans.html
- P A S T V O L V O S -
245 beginnings..... This was my first 240 Turbo.
bought this 1984
back in March of
1997. I paid $3200 to who I think was the second owner in Rialto,
California. It was completely stock and original. When I
started to do a
few little modifications, I really had no idea the direction it would
eventually take. This
first 240 Turbo, so I found
myself in a strange new world when it came to understand things like K-Jetronic
fuel injection. I had
no clue what made it tick, but I was learning.
I wanted to
modify. It was not fast enough. But this car
was my daily driver,
so as many of you know,
there are limits to the kinds of mods
you can do to a car that needs to
to work in the morning. For those of
you who were into modifying Volvos in the 90’s, you'll
there were not many sources for performance
parts. I was no stranger to hot-rodding, having previously owned
Chevelle (my first car) and
then a ’67 BMW 1600ti Alpina former German Group 3 racer (see photo >>>)... complete
flares, racing suspension,
roll-cage and dual Weber 45 DCOE carbs. By 1997 I
had already been a customer of iPd
for a while
and they were
the best (often the only) source
around for Volvo performance improvement parts.
So mods started getting done slowly as I could manage.
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