How Volvo got under our skin
Ando Engineering has a history of owning Volvos. We’ll fill you in below.
It didn’t take long after we first started driving for the Volvo bug to bite. Connor, the other half of Ando Engineering, was the first to jump in with both feet. He came across a white Volvo 240 wagon and couldn’t resist. At the time, he’d seen a few things online that showed the potential these cars had, and he appreciated their simplicity, ruggedness, and charm.
The car itself was a decent starting point a five-speed manual with a naturally aspirated B230. Nothing flashy, but it was solid. That’s where the tinkering began. Connor decided to focus on the suspension and followed the usual path, modifying the front struts and sourcing springs and dampers for a homebrew coilover kit. Back then, the market for bolt-on options was nothing like it is today; there was no BC Racing or similar brands offering easy solutions. This was the first car he tried to lower, so there was definitely a learning curve involved with wheel offsets, rubbing issues, and all of that. But you’ve got to learn somewhere, and that’s how it all started hes come a very long way in suspension engineering since.
The GLT and the Start of Something Bigger
Fast forward a few years, and another Volvo made its way into the family. This time, it was a 1990 240 GLT, finished in silver with black trim, no chrome, and a black vinyl interior. It was a sharp-looking car and a noticeable step up in terms of driving experience. The slightly higher compression B230 engine made it significantly better to drive, with more responsiveness and a livelier feel compared to the earlier 240.
What made this car even more interesting was its backstory. It had been a special delivery vehicle into New Zealand and was originally owned by the Swedish Embassy in Wellington. That detail added a certain charm to its already unique presence.
During this time, I had my eye on another silver 240 wagon. I’d been admiring it in the community, it was the cleanest one I’d ever seen. After months of pestering the owner, his circumstances eventually changed, and he finally offered it up for sale.
For a short period, we owned both Volvos, but it didn’t take long to start transferring the best parts from the GLT onto the newer car. Once the swap was complete, the GLT was sold, and we were left with what we believed to be the best quality wagon we’d ever find in New Zealand, a 1991 240 SE model. We later found out the SE stands for "Special Equipment." This particular model was only available in 1991 and had a few unique features. The information online is patchy on this spec, but what truly set this car apart was its interior: a rare blue velour upholstery with a corduroy pattern, paired with matching blue carpets, all in pristine condition. It’s an exceptionally unique combination, and the fact that it was so well-preserved made this car feel even more special.
The Overhaul
Now that we had the car we wanted, it was time to make it special. The plan was simple: restore it to like-new condition while improving performance in areas that mattered.
First, the cosmetic details were addressed: new headlights, new taillights, various trim pieces, and a bunch of tidying up with the electrical work. Common issues with Volvo wagons, like the wiring in the boot hinge that powers the number plate lights, rear lock, and other components, were completely replaced. We also gave the interior a full deep clean, including the carpets, because when you’ve got a car you intend to keep, you want it to feel fresh and new.
Next came the brakes, which received a full overhaul. These cars have disc brakes front and rear, which was a standout feature back in the day. Volvo’s reputation for safety was well-earned, and the braking performance on the 240 is surprisingly good for an older vehicle. With everything rebuilt, the car stops on a dime, giving you plenty of confidence even in modern traffic.
The suspension was also refreshed with Koni Sport dampers, which just gave them the edge over the Bilsteins for our goals. There’s a lot of information online about the valving characteristics of both options, so we went deep into the science to find a setup that would work perfectly with the uprated springs from IPD. Since this car was staying at stock ride height, we wanted a setup that offered usability without sacrificing handling. The rear received the IPD uprated springs to handle light towing duties, a tow bar was added so we could haul a small trailer, jet ski, and other gear.
The entire suspension was refreshed with new rubber bushings, tie rod ends, and other steering components, we did the whole lot. We also replaced the driveshaft bushings, gearbox mounts, and any other rubber parts that isolate noise and remove play that had built up over the years. To sum it all up, this car received a complete suspension and steering overhaul to make it feel tight and responsive again.
Finally, we fitted the car with Virgo wheels, which originally came on the GLT. The combination of these small but impactful changes transformed the car. It drove better, looked better, and felt ready for anything.
A Few Brief Flings
There were also a couple of brief encounters with other Volvos along the way. At one point, we had a 940 Wentworth Edition with the B200 turbo engine, but being an automatic, it didn’t stick around for long, we all know how those ’90s automatics drive. We also had a V70 wagon we just needed to experience a 5 cylinder turbo, but nothing really felt the same as a 240. No matter how good the others were, we kept coming back to these classics.
Wrapping It Up
So, in the end, we ended up with the 240 SE in really good condition, both body- and suspension-wise. Now it’s time to get into the fun stuff. Check out our next blogs for where we go next!
Will there be another 240 added to the fleet? ideas are brewing