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1983
Group A Homologated 242 Turbo
This
two-door 242 series car arrived in the dealerships in 1983 as a result
of the need to manufacture a minimum number of cars to qualify them for
racing in a production class. One of the enigmas about these cars is exactly
what differences there were from the rest of the 240 series turbos. It
seems that everyone has a different answer. The question often elicits
just a clandestine smile from Volvo Corporation types, however, I have
been able to piece together a few interesting items. These cars were fitted
with a B21ET engine in place of the B21FT installed in other cars. The
ET version was the European version of the turbo engine and provided some
extra power over the FT. I am guessing, but I suspect that these engines
were fitted with slightly different pistons and other internal parts as
well, because they were intended to be used for racing with a different
manifold and the larger T04 Garret turbocharger. I have heard, but cannot
be certain, that they may be equipped with larger clutches and lightened
flywheels. Thirty of the cars were returned to Sweden for racing after
being imported to the US. These cars were fitted with other items besides
the larger turbos. Included in the list are Volvo Electronic Water Injection
Systems with an eight gallon tank, Getrag five-speed gearbox, limited
slip differential, ventilated disc brakes on all four wheels with aluminum
AP-Lockheed four piston calipers, adjustable front/rear brace balance,
magnesium alloy wheels (8.5/8.75x16") with center lock nut and Pirelli
P7 245/45 VR16 tires. Final drive ratios were available ranging from 1:4.56
to 1:3.15. The car also had a 31 gallon fuel tank. For instrumentation,
the racing cars were equipped with full digital instruments. These were
vertical stacks of green, orange and red lights. Although the US drivers
have indicated a preference for the analog type gauges, the European racing
drivers said this digital arrangement worked very well for them since
all they needed to know was that the system was performing properly, marginally,
or had failed. The x-ray picture also shows the special lightweight alloy
roll cage that was installed for racing (not legal in the US), the four
corner pneumatic jacks, trunk mounted battery, extra bracing for the front
shock towers, and the rear spoiler. These rear spoilers were reputedly
supplied with all cars, unmounted in the trunk. I don't recall seeing
any of them, so I wonder what happened to them? Oh, and by the way the
engine with all the goodies on it develops 340 HP at 6600 RPM and 310
ft/lbs. of torque at 4000 to 5000 RPM and will power the car to speeds
over 150 MPH. Thanks to Mike Laslie of the Delaware Valley Chapter for
researching much of the information here and for the loan of the photos
from his personal files. (An article from ROLLING the VCOA's bimonthly
magazine. Vol. 9 No. 3 May/June 1991)
-Steve Seekins VCOA
Technical resource and current President
ETCC
details and Volvo's tricks of the trade
1985 was
a year, which mirrored the '83 season in a way, with its silly discussions
about what's legal - and what's not. This time however, it was not Walkinshaw
who was suspected of illegal tricks, it was Volvo who happened to homologate
the 240 turbo in an evolution version - which a rear spoiler, big turbo,
intercooler and water injection. After production of the 500 cars and
subsequent homologation (with close inspection of 23 cars), the other
477 cars were robbed of their competition equipment and sold as standard
240 turbo roadcars. Not illegal by any means, but it left a bad taste
in the mouth of their competitors.
The FISA reacted in July, after trying to buy an Evolution
car in a few European countries (which failed): Volvo had to release the
names of the 500 owners of the evolution cars. Volvo didn't react, so
the "evolution" homologation would end on September 1, 1985.
Later (after the factory holiday!) Volvo could manage to reveal a few
evolution cars in Sweden, so the ban was lifted.
- Frank De Jong's compilation from numerous sources (site)
How
the 1983 "flathoods" were come to be
In the last issue, I mentioned the very rare 1983 "flat-hood"
242 Group-A Turbos. Volvo manufactured 500 of these cars to meet production
requirements for Group-A sedan class racing in Europe. Some number of
them were sold to private customers in the US through the Volvo dealer
network. Different sources tell different stories about the distribution
of these vehicles. According to various US sources, all 500 were brought
to the United States through Portsmouth, Virginia port of entry. Some
30 were then sent back to Europe for racing. In racing trim, the cars
had bigger (T04) turbo, water injection, a different intake manifold,
four wheel vented disc brakes, full digital instrumentation, light alloy
roll cages, and different front struts.
The vehicles which stayed in the US were changed back to
standard 1983 Turbo specs in these areas, although the Group-A Turbos
sold here did retain the GT springs, a factory intercooler, and the 242-style
European front end sheetmetal. Although Volvo Cars of North America spokespeople
indicate the Group-A Turbo has the standard 161 HP turbo output, those
who have driven these cars all say they are definitely faster than a stock
turbo with an intercooler added. Supposedly, all Group-A Turbos sold in
the US came through with manual sunroofs, while the European racing cars
did not have sunroofs. One unconfirmed source suggests 312 of the 500
vehicles had 4-speed manual plus overdrive transmissions, with the balance
being automatics. The vehicles were produced in a variety of colors, although
metallic blue, metallic silver and black seem to be the most common in
the US. Information on the Group-A Turbos is scarce and conflicting. Any
club member who has one of these cars is encouraged to check the VIN and
VIC plates, and let me know of any discrepancies from the information
shown here. (An article from ROLLING the VCOA's bimonthly magazine.
Vol. 9 No. 3 May/June 1991)
-Duncan LaBay VCOA
Historical reference
(The above info was right out copied from Rolling magazine)
The
"Evo/Flathoods" and FIA Group-A rules and regulations
According to the FIA homologation papers the 240 was homologated in Group
A in march of 1982. An extension was granted for the evolution models
that was valid from Sept. 1st of 1983 with the changed front end, water-injection,
k-lambda fuel injection, rear wing, and changed turbo. The homologation
specials, or evos were all made before this date as they were inspected
in the USA before this form was released. On the form there is a spot
for chassis numbers, it was left blank. For Grp A homologation in the
early 80's the manufacturer was required to produce 5000 cars of that
model. 500 examples of a evolution car were required to homologate special
equipment.
The
run of 500 evo cars had to be sold, it didn't matter where. All the cars
were sold to Volvo of North America.
The cars were lined up in the USA for inspection by the FIA, the first
row of cars ( approx. 30) was fitted with the Volvo Grp A competition
kit rated at 225 hp @ 1.05 bar. These cars had the special parts, rear
wing, water injection( the extra four injectors), large aluminum end tank
intercooler,"220" cam, bigger radiator and turbo. The next couple
of rows of cars had the competition kit in the trunk. It is rumored that
not all the cars had the Grp A kit in the trunk as there were less than
a couple hundred produced. After inspection the 30 or so cars with the
competition kit fitted were shipped back to Europe because they would
not pass the E.P.A requirements in that state of tune. The kits in the
trunks of the cars were returned to Volvo competition, both the 30 cars
and the kits were to be sold through the European dealer network. The
remaining cars were sold in the USA by Volvo of north America.
The homologation of an evo was valid for 5 years in the 80's. The homologation
expired for the cars with the special equipment in Sept. of 88'. This
is one of the reasons that Volvo didn't continue to compete in Grp A in
88'. The 1983 flatnose turbo homologation special (evo) was part of racing
politics. These cars had to be produced in order to allow the special
equipment to be used on the race cars. All the evo's are street cars and
were never intended to reach the track.
-Tom Smith Hartford, CT e-mail
Other
pieces of information/speculation:
Here are a few notes from conversation about these cars in particular,
some may very well be true... so I thought I'd share them. The following
is from a few threads on the TurboBricks.org
message board:
- Some have found information stating that there was exactly 497 built
and shipped here to the USA. (where the extra 3 were who knows, possibly
prototypes)
- 312 were standard (both of mine have been autos, and I know of at
least 2 more that are autos... maybe 312 were autos?)
- 23 were shipped back to Sweden to race (some say 30)
- Some theory would state that ALL 500 cars were dealer only, and a
special "options" package was available to the public so technically
no one really has a group-a car.
- Each selected dealership could receive 1 flathood for display/sale
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