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Discussion Starter · #1 ·
I am still looking for a wagon, and am now including the 740 and 940 in my search. Want to stick with a 4-cylinder.<p>How do turbos hold up as far as engine longevity goes? Are they more expensive to maintain? Are there any non-turbo 740/940?<p>Anything I need to know about the 740/940 that differs from the 240? Things to watch out for? Years to avoid?<p>Thanks!<br>
 

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Re: 940-740-240 (dagnelson)

<A HREF="http://forums.swedespeed.com/zerothread?id=61916" TARGET="_blank">http://forums.swedespeed.com/zerothread?id=61916</A><p>
 

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Re: 940-740-240 (dagnelson)

You really should consider the 93+ 960 wagons (94 being my favorite). The I6 is a great motor if and very reliable if you avoid the first couple of years. It was also used in the S80. It is not prone to the problems of the V6 (260 / 760). For some reason that I don't quite understand, the 960s are also cheaper then the 940s. It could in part be that the RWD trusts the I4, was scared away by the V6, and never embraced the I6.<p>Model notes:<br>-94 the I6 made 200 bhp. 95+, the I6 was tuned for more toruqe and lost some HP.<p>-94 the 960 wagons had the same solid axle rear-end of the 940. 95+ they got the Mk II IRS.<br>
 

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Re: 940-740-240 (jwernerny)

I agree thou my 96 965 is very nice and the extra TQ and less HP are both noticed and not missed on both cases in that order. Mine since it is a 96 has the NON NIVOMAT Independent twin CV shaft rear, single transverse LEAF setup. And I like it. <IMG NAME="icon" SRC="http://********************/smile/emthup.gif" BORDER="0">
 

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There is nothing wrong with the B280F V6 other than being a fuel hog. This engine has a timing chain that seems to be able to 300K miles without issues. So that is a big PLUS not having to replace timing belts. The engine is far easier to tune up than a B230F with a cam mounted distributor. I would say get a 92 or later 940 though because you will gain additional side impact protection.
 

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Re: (swedishiron)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>swedishiron</b> »</i></TD></TR><TR><TD CLASS="quote">There is nothing wrong with the B280F V6 other than being a fuel hog. This engine has a timing chain that seems to be able to 300K miles without issues. So that is a big PLUS not having to replace timing belts. The engine is far easier to tune up than a B230F with a cam mounted distributor. I would say get a 92 or later 940 though because you will gain additional side impact protection.</TD></TR></TABLE><p>I take it you have a B280F equipted car for sale? ALSO the last time I read any tech data or the general HISTORY data on any such cars the following was true. Yes the Timing chain went 300K before it gave up the ghost. But that was on a car of a yutz that kept doing the CAMS and everything else to the eng in that car and not the chains. That was before he got a clue and sense. The best thing that can be said of the B280F V6 is that it is no more. And very few cars still are on the road with it. Where as the B6304F has never had the massive troubles they had. And far more are still on the road from day one with little or no problems then can be said of the B280F.<p>Also very few B280F V6 equipted DeLORENS and PUEGOTS and RENAULTS still move under thier own steam. <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/rolleyes.gif" BORDER="0">
 

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Re: (Nato740)

Ok, update. The 240s are really getting out of reach for me, the clean ones are too expensive. I found two, one in VA and one in FL, 120k and 140k, 93 and 92, clean. $ 5000 each. I am hesitating.<p>A trusted mechanic is currently putting a new engine in a 93 940, non turbo wagon. 140k. He will fix it up before he sells it for 3500-4000. He says I can look at it next week.<p>This is a no-brainer, right? I like 940s but LOVE 240s, so I need you to talk me into the 940.
 

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Re: 940-740-240 (dagnelson)

I keep hearing how no one wants the RWD Volvo's any more by the dealer flunkies. Funny how in the next breath they tell me that they can't keep a RWD with 200K plus miles on the used car lot more than a week. I saw one 93 240 with 170K miles go for $6,995 and few months ago.<br>As the post stated about engines getting dropped in the NA. <br>My dealer is averaging 4 to 5 a year. These are not used motors but Volvo Re-manufactured units. $3000 plus plus labor. Mostly going in the 700's and a few early nineties 900's.<br>Face it buying a nice used 240 for $4000 and putting in another $2,000-3,000 in repairs and maintenance is better then buying new. At least you know you'll get another 100K out of her and probably get $2500 for the car even with the extra miles on her.<br> <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/biggrin.gif" BORDER="0"> <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/biggrin.gif" BORDER="0"> <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/biggrin.gif" BORDER="0">
 

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Re: 940-740-240 (dagnelson)

Well let me tell you my thoughts. I jsut dropped in the last three days $1000 on both my 91 744 (150,365) and 96 965 (131,489). That was for freshing up the A/C and bringing them both back up to snuff performance wise. AS well as a few other minor issues that amounted to almost nothing to do other then fix them. So you KNOW my view on your question now. Mine are now as far as anyone can say ready for 100,000 more. With minor wear and tear maintainence.
 

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Re: 940-740-240 (dagnelson)

After a few weeks of driving the 945 around, I'm now sold on the later cars. I still think the 245 looks better, but there's something more solid feeling in the 7/9 series. Plus, backlit gauges are easier to read at night than top lit gauges.<p>I'd probably stay away from B230F cars for being slow, and the ZF automatic transmission in some 740's has a bad reputation. The supposed difficulty of B234 timing belt replacement baffles me. It took about two hours and two tries to make sure all the marks on the pullies and belt were lined up properly. There's an internet instruction guide to the replacement, BUT they flaked out on what would be one of the most difficult parts - re-installing the hydraulic tensioner. It shouldn't just be shoved in and compressed by prying it into place, but should be put in a vice and *very* slowly compressed until the holes in the piston and housing line up, and then a thin rod (I used welding rod) threaded through to keep in compressed until you bolt it to the block and then pull the rod out and allow it to slowly expand to tension the tensioner pulley.<p>Well, <i>that</i> was a jump off topic, but it's been on my mind and if you find a B234F car, it might come in handy.<p>cheers,<br>scott
 

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"I take it you have a B280F equipted car for sale? ALSO the last time I read any tech data or the general HISTORY data on any such cars the following was true. Yes the Timing chain went 300K before it gave up the ghost. But that was on a car of a yutz that kept doing the CAMS and everything else to the eng in that car and not the chains. That was before he got a clue and sense. The best thing that can be said of the B280F V6 is that it is no more. And very few cars still are on the road with it. Where as the B6304F has never had the massive troubles they had. And far more are still on the road from day one with little or no problems then can be said of the B280F.<p>Also very few B280F V6 equipted DeLORENS and PUEGOTS and RENAULTS still move under thier own steam. <br>"<p>B280F didnt experience excessive cam wear and I have no intentions of selling my B280F 780 - it is way to reliable.<br>
 

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Re: (swedishiron)

My ex-roommate had a '78 264 GL with the B27 in it, and the cams had been done when he bought it at 120k miles (it had the rubber grommets in the firewall), but the replacement cams were still good when he got rid of the car at 290k miles. <p>cheers,<br>scott
 
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