Longtime MVS Forums member Neil needs VIDA and DiCE guidance:
I have played with Volvos for 40 years, and I am tired of taking the car to the dealer for stuff I could diagnose myself and fix as a hobby. I like the challenge of learning (retired Engineer!).
MVS Forums member and new-to-Volvo SUNRG shows us how to modify the 240′s air box to make it reliably pull in fresh air. Instead of a “factory” fix that would fail in a similar way down the road, he chose to engineer his way around this. Good work!
I’ve been into european cars my whole life, but I only relatively recently became a 240 owner … and I’m in love. What a fantastic car!
So I recently changed the air filter on this new-to-me car and of course found that the airbox thermostat was non-functional, and the engine has only been drawing air off of the exhaust manifold for who knows how long … the bottom of the old air filter looked like toast.
IMHO the thermostat is an unnecessary weak link, if (when) it fails it’s horrible for the car in many ways … so I:
- deleted the whole valve
- cleanly blocked off the warm/hot air intake port
- removed the snorkel to guarantee loads of free-flowing cool air
- added a coarse screen, to prevent anything sizeable from entering the airbox, thereby enabling the air filter to do what it does best … remove tiny contaminants from the air to promote long healthy MAF and engine life
MVS Contributor Northernlights takes our understanding of 850 (and P80) axles and multiplies it by 100.
I have had a torn drivers side outer CV boot on my 94 850 Turbo for longer than I care to admit. Because it wasn’t making noise, I was originally planning on cleaning, regreasing and rebooting the axle, but as I investigated replacement parts there seemed to be confounding information on the CV axles.
Looking at interchange or aftermarket information didn’t really help, because it seemed like within reason, i.e. any car with a 4spd auto, everything physically interchanged. But, I found different part numbers for outer boots based on turbo/non turbo, but no easy way of identifying what I had, or what I needed.
While the aftermarket support is pretty good for these cars, as can be seen from the no-core prices for complete CV axles, I wanted to stick with OEM if possible for quality reasons. The boots in particular seem to be a problem in that often the aftermarket stuff doesn’t last. This meant I needed to find out what was really out there, and compare parts to find out what I could use. It turned into a bigger project than I expected as I tried to determine what these cars were originally supplied with.
The grease capacity of the joints is as follows:
OEM NA outer joint 80g
OEM Turbo outer joint 120g
Inner joint, NA or Turbo, 190g