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  •   orlov1988 reacted to this post about 6 months ago
    Tyre-burning #Volvo-850-T5-R smouldering along nicely / #Volvo-850 / #Volvo /

    Oh how we laughed. A Volvo estate in the British Touring Car Championship? But back in 1994 it only took a couple of laps to show that the T5-R had serious heave. I was there and remember the drivers delighting the crowds on the parade lap with a stuffed Collie propped up in the back.

    The T5s became standard issue for UK motorway cops, Clarkson and I raved about it on Top Gear and op the T5-R magically transformed Volvo’s frumpy image forever. Perhaps that’s why Fast Classics in Bramley has sold a Gul Yellow ’ #1995 with 42,000 miles for an astonishing £16,995. Good T5 and T5-R estates are smouldering nicely and it can’t be long before the best Rs start closing in on £20k territory.

    Finding good survivors is the problem though. This wasn’t a car you left in your garage. Making a bonfire out of the front tyres was something you did on every journey on a mission to prove Volvos could be cool. Lots got thrashed, trashed and modified so the survival rate is low – the DVLA lists only 20 licensed and 11 on SORN.

    Quite a few went to Japan and with their onerously strict used car condition regulations, repatriated Far Eastern T5-Rs now make canny buys. And remember all that wayward front-wheel scrabble came from a 240bhp Porsche-designed 2.3 five-cylinder with high pressure turbo which, ungoverned, could hit 160mph. From 50-70mph it would even out-drag a Ferrari 512TR. A rock-hard ride is the only penalty for all that punch.

    A private seller in Hampshire is advertising a ’1996 R auto estate with 92k for £4995. I don’t think it’ll hang around for long.
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  •   Jack Phillips reacted to this post about 1 year ago
    / #Volvo-240GL / #Volvo-240 / #Volvo

    Having been told the head gasket might need replacing, and not to use ‘The Brick’ at all if possible, it’s been safely ensconced and should be ready for collection this month. Things could have got messy had the radiator not been replaced a couple of years ago, because it was worse than expected.
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  •   Jack Phillips reacted to this post about 1 year ago

    Car VOLVO 240 GL
    RUN BY Jack Phillips
    OWNED SINCE August 2016
    PREVIOUS REPORT May

    / #Volvo-240-GL / #Volvo-240 / #Volvo

    It shouldn’t be that hard. Find blower motor, unplug, replace. Alas. Lengthy searching on Google produced a forum page that said [sic]: ‘If you do it and suceed, you will be an official Volvo 240 stud.’ It took two years since the fan blew for the final noisy time to find the courage. Even that morning I wondered whether the £1000 garage quotes would in fact be worth it, so I went for a run to delay the torture. The task isn’t difficult and the part is only £50, but fitting requires patience and diligence – neither of which I have.

    The motor must have been the first part on the assembly line and everything else built around it. It’s squeezed into a plastic case, nestled deep in the messy dash and bolted to the bulkhead. Everything needs to be removed, carefully noting where each screw came from (I, naturally, didn’t), every wire unplugged and labelled (I did, vaguely; too vaguely, naturally) to even see the container. Some remove the seats for better access, others remove the dash surround; my hands and back wish I had. There was still the matter of getting in. Clips hold it together, and the fronts were removed easily and more or less retained. The back was another matter, access not helped by those in-situ seats. But my girlfriend, Sarah, has much more patience and succeeded. Wrestling the container apart, coaxing the motor through all sorts of angles, it finally came free.

    By then darkness had fallen, so, with the instrument cluster already out, the broken gear was replaced in the warmth of the house and the odometer was hopefully fixed. It wasn’t, but the connector wasn’t in correctly; it’s counting again now, a thousand miles or so behind. The following day, Sarah’s father – and clearly the source of her patience – Keith spent an hour prying the finicky rubber bungs of the new motor onto the blades, ignoring my pleas to simply cut and glue. Home straight, surely? Alas.

    With the motor slipped in behind the dash, another hour was wasted trying to blindly line things up in the container. Tether at its end, Keith (and coffee) reappeared with more patience and less of my willingness to bodge. Motor in, various clamping and crimping finally lined it all up and the finish line was barrelling into view. Bolted back together, only a few screws failed to find their way back home. Half the instrument cluster is now in darkness, for some reason, the clock still doesn’t work, and a cursory glance at rewiring the stereo to bypass the amp fell by the wayside and has been done by a specialist. Still, a few jobs have been ticked off and £1000 saved.

    Binnacle out, wires (inadequately) tagged.

    A mix of force and angling freed the unit.

    Just one tooth on the odometer gear had broken and frustratingly stopped it from counting.

    An impasse was met swapping the motor.

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  •   Jack Phillips reacted to this post about 1 year ago
    / #1978 / #Volvo-262C-Coupe-Bertone-Automatic / #Volvo-262C-Coupe-Bertone / #Volvo-262C-Coupe / #Volvo-262C / #Volvo-262C-Bertone / #Volvo-262 / #Volvo-260 / #Volvo / #Bertone / #Volvo-200-Series /
    Price: 16.500 euro. Car Cave, Hasselt, Belgium

    WE ALL KNOW Henry Ford offered his original Model T in ‘any colour as long as it’s black’. But most of us have forgotten that when Volvo launched its oddball 262C Coupé in 1978, the car was also available in any colour – as long as it was Mystic Silver Metallic. Some say Henry Ford II was partly to blame for the Swedish marque’s uncharacteristic foray into the world of luxury coupés. That’s because, during a visit to Volvo HQ, he turned up with a fleet of Lincoln Continental MkIVs – which may have inspired the Swedish designers to think they could create something equally unattractive.

    Whether or not they succeeded is debatable, because there’s something about the 262C that makes it strangely covetable. With its chopped roof sitting 10cm lower than that of the saloon on which it was based, a more steeply raked windscreen, stunted doors and a crowning glory of matt black vinyl, it looks both mean and stately – a sort of poor, safety-conscious man’s alternative to a Rolls-Royce Camargue. At the time, #Volvo didn’t have the facility to manufacture such a limited-production car in house. Therefore, 262Cs were hand-built by Bertone in Turin, with the majority of the 6622 made being exported to the US.

    This 1978, first-series example on offer at Car Cave in Belgium was originally sold in that country, and it remained there until 2006, when it made the short journey across the border to the Netherlands before being re-imported last year. The Low Countries are undoubtedly suited to the sort of sedate performance provided by the 1.3-tonne 262C’s 127hp #V6 which, in the case of this example, is further blunted by the option of a three-speed BorgWarner gearbox.

    Car Cave is asking €16,500 for the model. Given the 262C’s rarity, believed-genuine mileage of 65,000 (108,000km), sound, unrestored condition and the fact that it is on the button, this is probably quite reasonable. And, being a Volvo, it will probably serve you well – although there’s not as much room as usual for the dogs.
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  •   James Elliott reacted to this post about 1 year ago
    Paul Wager updated the cover photo for Volvo Amazon
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  •   James Elliott reacted to this post about 1 year ago
    SURVIVOR’S GUIDE Volvo Amazon TANK COMMAND. The rugged ’60s Volvo is a practical choice but it still needs the right care and maintenance to survive. Words Paul Wager / #Volvo-Amazon / #Volvo / #Volvo-Amason / #Volvo-120-series /

    With its mixture of ‘60s style, solid build and rugged mechanical bits, the Volvo ‘Amazon’ – or 120-series to give its proper name – makes a very practical classic which is eminently capable of being pressed into daily service.

    That doesn’t mean it won’t need suitable care and attention though: the design first saw the light of day in the 1950s and rugged though it may be, it’s still a 1950s car underneath.

    In production for 14 years, the Amazon was a big seller for #Volvo around the world – of the 667,323 examples produced between #1967 and #1970 , over half were exported which means there are plenty around. Here’s what you need to know if you’re thinking of running one as your classic.

    BODYWORK

    It’s something of a misconception that old Saabs and Volvos were built to withstand such extremes of climate that they simply shrug off the UK weather and in reality they rust just as extensively as any other steel-bodied car of the era. In the words of one Amazon owner we spoke to recently: “They take longer to rust, but when they start they really go.” One common cause is leaky front screen seals which tend to dry out and allow water down the A-pillars to rot out the floors. The rubbers are both sealed and glued in place and it pays to keep an eye on their condition.

    Elsewhere, the front wings can start to bubble, while the arches will look tatty and rotten inner wings can get costly to fix. The boot floor can rot around the spare wheel well if the drain holes are blocked, while the sills and door bottoms can also be troublesome.

    ENGINE

    The B16/18/20 engines are rugged units but do suffer a couple of issues related to the age of the design. The first is the felt rear crankshaft oil seal, which tends to allow oil on to the clutch. The problem can be solved by upgrading to a modern neoprene seal which is done on an exchange basis – you buy a new seal with the neoprene already fitted and return your old felt unit for reconditioning.


    On older engines the fibre timing gear can also break up, but again a modern replacement will solve the problem and is available from specialists.

    TRANSMISSION

    The direct-acting gearshift is normally a positive change despite the lever’s long throw but if it starts to feel awkward then suspect the gearbox mountings may have failed. This allows the box to physically drop in the chassis and the cure is to fit polyurethane replacements.

    BRAKES

    The saloons and estates used #Girling front discs and rear drums and the system works well but discs can be surprisingly expensive: £184 each brand new, with an exchange price tending to vary. Essentially there’s just a single Swedish supplier for the parts and the hub is built into the disc rotor which explains the cost.

    SUSPENSION

    Everything you might need is available, although a change in the design of the rear trailing arms in 1966 means you’ll need your chassis number to hand if yours was built in that year. Uprated bushes are widely available to firm it up, while several brands including #Koni , #Bilstein and #GAZ can supply uprated dampers, with a big choice of springs also available.

    TRIM

    Most of the trim is available via Swedish supplier VP Autoparts (www.vp-autoparts.com) in the common colours. Dash tops tend to split and reproduction parts are available but since they’re glued and stapled in place it’s not a five-minute job.

    The front seats came with headrests from 1968, although all the cars will have the necessary fittings in the seat frame. The Amazon also came with standard-fit front seatbelts plus factory-fitted mounting points for rear belts.

    The window winders use chains and when they break you’ll need a special tool to set it all up again.

    Many owners also remove the factory-fitted soundproofing from the cabin as it tends to absorb moisture and encourage rust, replacing it with a modern equivalent like Dynamat.

    WHEELS & TYRES

    Tyre choice for the correct 165/80 rubber on the standard 4x15 wheels is limited, with the cheaper tyres not always well regarded. Suppliers like Longstone can supply the Michelin ZX which is a good choice, while some owners move up to 5” wheels which allows a much wider and cheaper choice of 195-section tyres.

    And speaking of wheels, the PCD is the same as the Ford Mustang which means there’s a good choice of aftermarket styles available.

    ELECTRICS

    The electrical system on these cars is robust and you can expect it to be reliable. Many owners do tend to upgrade the standard tail light bulbs to brighter LEDs since the lamp units themselves are small by modern standards.

    AMAZON CHOICE

    If you’re going to use the car every day then Amazon fans suggest a post-1968 car as the sensible choice, since they had the benefit of more power from the upgraded 118 bhp Volvo-B20 2-litre engine, plus dual-circuit braking and standard front headrests.

    AMAZON EVOLUTION

    The range grew to include four and two-door saloons plus the estate. The P1800 coupe was also based on the Amazon.

    Launched in #1956 as the #Volvo-120 , the ‘Amazon’ tag was used only in Sweden after motorbike maker Kriedler objected to Volvo’s original name ‘Amason’. The car kicked off the three-digit naming convention used by #Volvo until the late ’90s. Engineering of the Amazon was conventional, with a longitudinal fourcylinder engine driving a coil-sprung live rear axle. The 1.6-litre #Volvo-B16A engine was derived from that used in the Amazon’s predecessor, the Volvo PV544 and the car was initially offered as just a four-door saloon. In 1958 the twin-carb #Volvo-B16B engine provided 85 bhp, with the 1778cc B18 engine introduced in 1961 in 75 or 85 bhp trim. At the same time the 122S model debuted the 90 bhp #Volvo-B18D engine, subsequently uprated to 95 and then 100 bhp. The 123GT was introduced as a two-door only model in 1967 with the 115 bhp 1778cc engine, with the engine taken up to 1998cc in 1968 and good for 90 bhp in the 121 or 118 bhp in the 122S.

    The two-door model was offered from 1962, alongside a five-door estate and from 1959 the car was offered with standard front seatbelts – the first production car to offer the feature.

    Production finally ended in July 1970, when the car was replaced by the mechanically similar but squarer-looking 140 model.

    They're made of thick steel but can still rot alarmingly. Engines are rugged but rear oil seal upgrade is wise.
    All the panels you'll need for bodywork repair are available from specialists, as is much of the interior trim.

    TECH SPEC #1965 #Volvo-122S
    BODY & CHASSIS Monocoque four-door saloon
    ENGINE 1778cc OHV four-cylinder.
    Max power 100 bhp at 5700 rpm
    Max torque 129 lb ft at 3900 rpm
    TRANSMISSION Four-speed overdrive
    SUSPENSION Front, wishbone and coil springs. Rear, live axle with trailing arms and coil springs.
    BRAKES Front discs #Girling , rear drums
    WHEELS & TYRES 4x15 wheels with 165x15 tyres
    TOP SPEED 103 mph
    0-60 MPH 14.4 secs
    ECONOMY 35 mpg
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  •   James Elliott reacted to this post about 1 year ago
    Sweden’s Volvo is now made in the new #Nova-Scotia

    A he first European automobile manufacturer to establish production facilities in North America is the distinguished Swedish firm, Volvo. After intensive study of locations throughout Canada, #Volvo chose Nova Scotia to build cars for the Canadian market.

    The president of the firm concluded, “We have done so because Nova Scotia affords all-year transportation, because of skilled and conscientious workers and enthusiasm and co-operation on the part of government at all levels.”

    Volvo is only one of the many new firms enthusiastic about Nova Scotia. If you have been thinking of re-locating or expanding your plant or factory, investigate the possibilities of the new Nova Scotia. The Department of Trade and Industry offers both financial and technical assistance to promote new business opportunities.

    In addition, the Nova Scotia Research Foundation, working closely with the province’s universities and industry, has established a fine reputation for its valuable technical assistance.

    Nova Scotia is an exciting place to work, live and play Family life is centered on the joys of the sea and the land. Everything is near at hand, unencumbered and unspoiled.

    For the booklet, “New Nova Scotia” and further information, write or visit: Department of Trade and Industry, Halifax, N.S. or Nova Scotia Information Offices listed below.

    The #1964 / #Volvo-122 / #Canada / #Volvo-Amazon

    An ad from the Province of Nova Scotia promoting their new Volvo assembly plant. Does anybody know what became of Volvo's Canadian assembly plant?
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  •   Martin Buckley reacted to this post about 1 year ago
    SALON PROVING A TRUSTY SWEDE

    CAR #Volvo-240-GL / #Volvo-240 / #Volvo
    RUN BY Jack Phillips
    OWNED SINCE August 2016

    The idea of buying a Volvo 240 was conceived well before the brick became en vogue with the hipsters on Brick Lane. Originally the plan was for a Torslanda, the upmarket estate version with decals rising up its outside, leather seats and suchlike inside. That was until this very straight, very reasonably priced (albeit only a GL) saloon appeared. Within a day we were arranging to meet in Swindon – he was coming from Wales, I from east London. The token drive around introduced a shaky idle and a small misfire, plus a few specks of rust.

    A Volvo fan from South Africa, the seller was only parting because his wife was pregnant and therefore he had bought an estate version. Apparently the saloon lacks space. Back home he was a classic car salesman and verified car guy who dealt mainly in Citroën DSs, though despite that dalliance in French cars he’d not encountered corrosion before. The strangest rust was on the scuttle, while the sills were spotting up, too.

    Inevitably nothing proved fatal to the deal, so the car changed hands after dark and after my bank had been quelled there was no dubious activity going on. More supposed dubious activity followed a day later, when some intrigued police officers ran the car through the system (“We were wondering what it was”), pulled alongside and summoned me in to Beaconsfield services to enquire of its insurance – or purported lack thereof.

    Soon clarified, along with the officer’s bizarre assumption that it was my mistress in the car and not my wife (I have neither).

    It’s been relatively plain sailing for the big wafting barge since. A snapped handbrake cable wasn’t rectified (despite their insistence otherwise) by a garage in north London that was independent and now very much isn’t. A rising bill for work, none of which satisfactorily done, left me unhappily driving off still slightly shakily. “It’s just not a smooth engine,” was the sum of their investigation.

    A failed MoT later – because of the ‘fixed’ handbrake – somehow resulted in the handing over of more money because their ‘free’ mending proved to be nothing of the sort. Nor, in fact, was it a mend. Thankfully, Darren Smith of DNS in Hastings learned his trade on 240s and is a friend of the family. So an extended stay at his place has rid it of rust, steadied the idle and finally repaired the handbrake.

    Investigating why the rev counter only worked when the binnacle light dimmer knob was at the ‘off’ setting, and why the binnacle lights didn’t work regardless of where the knob pointed, cost him the chance to see Brighton vs Spurs.
    Driving home, the car spluttered with the Blackwall Tunnel in sight. The alternator had given up, so a new battery was installed to get us home and the earth tweaked by an AA man who’d also learned his trade on 240s. It transpired the bracket wasn’t standard, and wouldn’t easily accept the new unit.

    The odometer has since stopped, so that has been added to a to-do list that includes replacing the fan motor (the incumbent mercilessly failed on the way from Le Mans in sweltering 30ºC-odd heat). Quotes for the dash-out job tip £1000, even though the part has cost just £50, so two days on my girlfriend’s parents’ driveway need to be reserved.
    While the dash is off, a new stereo will replace the tape deck and the amplifier must be bypassed.

    Then it’s time to re-lacquer the roof, troubleshoot the rear passenger door electrics, the tapping from the engine, and the squeaking and creaking offside suspension. The car gets attention wherever it goes, albeit usually of the bemused kind, and it has character. There aren’t many around – fewer than 2000, apparently – so it’s certainly worth keeping.

    Soft velour seats add to the sofa-like drive. Rust from blocked scuttle was tricky to fix.

    Clockwise from main: Le Mans brought the heater motor demise – and a sticky return leg; with wagons at Beaulieu’s Volvo day; Devon trip ended spell off the road.
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  •   Ian Robertson reacted to this post about 2 years ago
    Ian Robertson created a new group

    Volvo V60

    Second generation Volvo V60
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