85 Volvo 240 Turbo - Motorsports Almanac

Gianfranco Brancatelli at Zeltweg in 1985
Technical Specifications (1985/86)
Volvo 240 Turbo FIA Group A car
Despite it´s boxy and brick like
appearance this car enjoyed considerable
success on the race circuits during the
1980s. A well-balanced chassis and a
powerful turbo-engine made up for the
less-than-ideal aerodynamic features of
the 240 Turbo. Some controversy
surrounded the successful Evolution
version of the car. Volvo apparently
produced 500 cars of this version, but
stripped the cars of it’s Evo equipment
after homologation. Volvo competed
officially with the car from 1983 until
1986. Brancatelli and Lindström
captured the Euro crown in 1985. Several
privateer and local dealer teams also used
the car. The 240 turbo was also seen in
rallies during the 1980s.
HOMOLOGATION
FIA homologation : # A5020 (including a 500 car homologated evolution series from circa 09/83 )
Début : Paris Salon 1980 (Standard '81 Volvo 240 Turbo road car)
Period : 1982-1988+
Race début : 1982 Silverstone ETC round (Greger Pettersson, Anders Olofsson)
Project leader : Bo Wikås
CHASSIS / BODY
Type : Sheet steel unibody with bolted in 20-part Matter aluminium roll-cage (22kg).
Body : Standard (some body parts dipped in acid including the doors), Thinner front
bonnet and rear hood, Thinner windows, Plastic front headlights, Rear wheel
housing widened 1" (to manage 8.5" wide wheels), Adjustable rear wing.
ENGINE
Model : Volvo B21ET
Type : 4-cylinder in-line, SOHC, 2VPC
Preparation : Volvo Motorsport (in Australia : Randell Edgell, New Zealand)
Capacity : 2127 ccm
Bore x Stroke : 92.00 x 80.00 mm
Max Power : 345 PS @ 6500 rpm (with water injection)
Rpm redline : 7500
Compression Ratio : 7:1
Turbocharger : Garrett AiResearch T3/T4/63AS Group A
Boost : Typically 1.55 bar (21-23 psi)
Fuel injection : Bosch K-Jetronic CIS (mechanical) injection with 8 chamber aluminium fuel head,
Group A Bosch 'Gold' injectors, (mechanical), 530 ml/min on 1, 2 and 4th cylinder,
580 ml/min on the 3 cylinder), (magnetic valves on 2 & 3rd injector to serve the
antispin system - action - cuts fuel when spining) Air sensor plate changeable
cones - to run with optimized control pressure at all revs, at different tracks
Water Injection : Modified Bosch Jetronic fuel injection (with airmass meter or map sensor, high
pressure pump and four "yellow" Bosch injectors)
Ignition : Volvo E-ZK with knock sensor (specially programmed to map more often)
Features : Hardened block, R-Sport hardened M-rods, Mahle forged skeleton pistons, forged
crankshaft, special oil tray with oil collectors
Cooling : Radiator (big) twin electric fans, engine oil cooler, intercooler, all aluminum.
Cylinder head : Volvo type 531 or 405, 8-valve, special alloy ported heads (1 mm increase in port
diameter allowed)
Valves : 44 mm inlet - 35 mm exhaust, sodium (NaCl) cooled
Exhaust : Group A exhaust manifold, 3" exhaust system (no silencer, outlet under right door)
TRANSMISSION
Gearbox : 5-speed synchromesh Getrag M51 Sport. H-pattern shift Rev-1st, 2-3, 4-5. Oil-cooler
system with radiator and pump, gear set spur wheels were nitride hardened.
Connected to the engine via a special magnesium alloy bellhousing (approx 20 ea

made)
Ratios : I : 2.328:1
II : 1.675:1
III : 1.353:1
IV : 1.145:1
V : 1.000:1
Clutch : AP metal sintered, hydraulically actuated
Rear Axle : Alloy housing (two types) 1031 with bolt on tubes, steel (two types) with 1.5 degree
negative camber + sensors for antispin system. Later development was lightweight
carbon-fibre unit. Special drive shafts for negative camber and wheel center hub
bolting system (left and right threads). Axle centre fitted with oil cooling system -
pump and radiator.
Final drive : Dana or ZF Limited slip diff. Gearing ratios 2.86, 3.15, 3.31, 3.73, 3.91, 4.10, 4.56,
4.88.
SUSPENSION
Front : Bilstein short adjustable spring struts, VMS adjustable alloy A- arms, anti-roll bar.
Rear : Steel or aluminum lower support arms, adjustable upper control arms adjustable
panhard rod, Bilstein shockdampers, anti-roll bar.
BRAKES
Front : 330 mm ventilated discs with AP or Brembo alloy calipers
Rear : 280 mm ventilated discs with AP or Brembo alloy calipers
STEERING
Type : Power-assisted rack-and-pinion - 2.6 or 3.5 turns.
WHEELS
Front and rear : 8 x 16" or 9 x 17" BBS, Compomotive, Ronal or Speedline - 90 mm center hub
attachment, split or mono wheels.
TIRES
Front : Pirelli P7 25/62VR17 (Pirelli D3 was used in '86)
Rear : Pirelli P7 26/64VR17 (Pirelli D3 was used in '86)
(8 1/2" x 16" Avons in Australia)
DIMENSIONS
Wheelbase : 2640 mm
Length : 4790 mm
Width : 1710 mm
Weight : Bit over class minimum of 1065 kg
Fuel cell : 120 litre safety tank with 8-bar quick fill system.
VOLVO 240 TURBO HISTORY
In order to compete in group-A, Volvo Motorsport had to built atleast 500 "homologation" cars. So, in 1983 242
"evolution" was brought to the market. All the cars were sold in the USA though few found their ways back to
Sweden. All the cars had european front and so-called "flathood", even though they were mainly sold in the
USA. There are also lots of other differences, such as the engine: B21 with modified 405 cylinder head, group-A
type cam ("generation 1"), group-A turbo, group-A, intake manifold with "Bosch Gold" injectors, group-A
exhaust manifold, special airmassmeter for use with water injection, group-a aluminum intercooler etc. Boost
was set at 1.05bar and the output was very nice 225hp @ 5700 rpm and 340Nm @ 3300rpm! As usual for
homologation specials, rumours exixted that only a small amount of the 500 cars had these parts installed and
the rest were just original 242 turbos. The gearbox was surprisingly a M46, though it had aluminum housing
and it's modified in other ways too (higher oil pressure, "fast shift" etc.). Also, a five-speed Getrag was
available through special order. Clutch was ofcourse enforced and rear axle was the legendary "Dana 30" 1031
with limited slip differential. Suspension featured Volvo Motorsport springs and "Volvo sport" shocks (made
by DeCarbon). Bushings were harder ones and anti-sway bars are the same as in original turbo versions. The
car came with different wheel choices to suit the buyers needs, from original 6x15" Virgo to 9x17" (without a
doubt the most amazing looking wheel, 9x17" 3-piece split wheel made by BBS. Rare and *expensive*.). The
interior was usually black leather with extra gauges and Volvo's "sport" steering wheel. These cars are indeed
rare and valuable collectors items, if you find one in original shape and with the gr-A type parts, don't hesitate
to buy it!
1983 FIA GROUP A HOMOLOGATED 242 TURBO by Steve Seekins VCOA
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 Garrett 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 xray
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.
HOW THE 1983 "FLATHOODS" WERE CAME TO BE by Duncan LaBay VCOA
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 bi-monthly magazine. Vol. 9 No. 3 May/June 1991)
'ONE HOT LAP' with Ulf Granberg in a 240 Turbo Group A by Angus MacKenzie
MONZA Race Circuit - Italy 1986 - We flashed past Monza's pit lane. The tacho's showing 7,000 rpm, the
turbo boost gauge is reading 1.4 bar (20.5 psi). That means over 250 km/h and we've just shot past the 200
metre braking marker at the first chicane. Not 10 minutes earlier European Touring Car Champion Thomas
Lindstrom had driven slowly around the fast 5.8 km Monza circuit and carefully explained the breaking and
gearchange points. "Keep right and brake at 200 metres," he said as we dawdled into Monza's first chicane in
Volvo 740 Turbo Estate. So even as team-mate Ulf Granberg, now chauffeuring me in the works Volvo 240T
Group A race car, finally mashed the brake pedal at the 150 metre mark, I knew he was having a big go. The
full harness bites into my shoulders as the Volvo squirms under brakes. Bam! Bam! Bam! Granberg heels and
toes back to second gear with machine gun rapidity, swinging the suede covered Momo steering wheel hard
left into the first part of the chicane. Even as we bounce off the kerbing, Granberg dabs at the throttle and
throws the Volvo to the right, up and over the kerb. Suddenly the 240T spits sideways - simultaneously
Granberg grabs an armful of opposite lock and boots the accelerator. He brings the car back onto line by the
scruff of its neck. We jumped the kerbs again on the second left-right kink of the chicane then on the gas hard -
third, fourth, fifth - into the Curva Grande. He feathers the throttle through the long sweeping right hander,
the Volvo's inside wheels lifting as we delicately walk the tight-rope between under and oversteer. Past the
clipping point and hard on the throttle again as we scream down toward the second chicane. Granberg stands
on the brakes as we flash under the Campari bridge, rapid fire again back to second gear as he steadies the
Volvo for the single left-right flick ahead. We bounce the kerbs again and it's full-bore into the double apex
Curve di Lesmo. We charge through the first Lesmo flat in third, then Granberg grabs fourth as we slide up
onto the kerbing in readiness for the second Lesmo. Again the Volvo corkscrews as the outside tyres bite and
the inside wheels lift clear of the tarmac. We run wide up onto the kerbing again - "You must use all the track"
as Granberg grabs fifth through the gentle left hand kink on the run down to the Variante Ascari. We're flat in
fifth as the track dips under Monza's huge banked oval. The Variante Ascari, named after the great Italian
World Champion killed there while testing in 1955, is the fastest of Monza's three chicanes. Granberg hauls the
Volvo back from just on 250 km/h and downshifts twice. We're over the kerb on the first left hander but the

left hand wheels are in the air so there's no shock through the suspension. A stab on the throttle and then
through the next right-left wiggle, Granberg sawing at the wheel as the car drifts from kerb to kerb. Full bore,
full boost and 340 bhp hurls us down the short straight towards the Parabolica. It's tight, deceptively tight - at
first we seem to be travelling way too quickly - but Granberg clips the inside kerb clearly and lets the Volvo
run wide for the run onto the main straight. Get the Parabolica right and you'll be quick all the way down the
main straight. Get it wrong... The brilliant Austrian Jochen Rindt died here in his Lotus in 1970. He was
posthumously awarded the World Championship. Granberg brings the Volvo into the pit lane at a brisk clip.
The stop watches confirm we've lapped within a second or two of race pace. Full face helmets, the brap-brap of
the exhaust and the howl of the drive train make conversation impossible, but Granberg, the Swedish train
driver who led yesterday's first round of the European Touring Car Championship until a head gasket blew on
the Volvo, turns and lifts his eyebrow quizzically. My thumbs up sign is returned with a nod.
THE GROUP A VOLVO 240 TURBO IN AUSTRALIA by Anthony Hyde
1984 - The Belgium Volvo Dealer Team ran the LH drive semi-works built GpA in the1984 European
championship season. The car was shipped to New Zealand after the season finished, purchased by Mark
Petch a NZ engineer/businessman/race car driver. Petch formed a race team partnership with driver Robbie
Francevic, and were the only privateers in the world running a GpA 240 without works support.
1985 - In January, Mark Petch Racing won the famous Wellington 500 street race in NZ, starting from rear of
grid, with drivers R.Francevic, and Belgian, Michel Delcourt. Soon after in 1985 the car was shipped to
Australia, being a late entry into the Australian Touring Car Championship where it performed very well.
Later in the year it competed at Bathurst in the James Hardie 1000.
1986 - The car was sold to 'Volvo Australia', and ran under the 'Volvo Dealer Team' banner. The consortium
comprised of Valvoline Australia, Australian & New Zealand Volvo Dealers (who contributed 40% to the race
budget), Mark Petch Motorsport, and other sponsors. Technical support was provided by the Volvo
Motorsport Dept. in Sweden. The first debut of the Volvo Dealer Teams' 2nd GpA 240T (RH drive) was at
Adelaide International Raceway in April 1986 where it came in 4th - driver John Bowe. This 2nd car was
originally the Factory Euro test car, being fully rebuilt by the Factory before shipment to Oz. In May 1986,
Robbie Francevic took over the RH drive car and John Bowe campaigned the older LH drive car. Volvo
ultimately won the '1986 ATCC', the jewel of Australian motorsport, a brilliant result.
1987 - Volvo pulls out of racing worldwide due in part to GpA rule changes. Eventually the LH drive car (plus
another 2 RH drives) were sold by 'Volvo Australia' to 'Volvo Finland', where later Leif Wiik won the 1987
Finnish Touring Car Championship. Reportably the car still exists.
VOLVO 240 TURBO IN THE EUROPEAN TOURING CAR CHAMPIONSHIP
Take a Volvo 240 Turbo in two doors guise and let this car compete in the European Touring Car
Championship (ETCC) following the Group A rule book and you let a BMW 635 CSI, a Jaguar XJ-S and a Rover
3500 bite the dust. Sounds simple, but it is a fact though. Already during its first race of the 1984 season the 240
was heading the field 100 of 150 laps. In 1984 the Volvo 240 made its début in the ETCC which had started in
1963. A year later the 240 won the championship. 1986 would have ended with another championship had not
primarily Tom Walkinshaw with his Rover protested against the 240. This car was not competing according to
the rules in Tom Walkinshaws opinion. The Fédération Internationale du Sport Automobile (FISA) disqualified
Volvo, because the 240 on Anderstorp was driving on unleaded standard petrol with an octane rate of 99,
while on Zeltweg the car was competing with a prohibited size of the fuel tank and an illegal dashboard. Two
victories were therefore deleted. On the other hand, the FISA was already keeping an eye on Volvo in 1985.
The 240 Turbo was homologated for the American market in 1983. Five hundred evolution models were
delivered there and then, but the American authorities had not registered the 240s. The rules of the FISA were
the reason why Volvo retreated from the championship two weeks after the last race on Estoril in 1986.
The car
A car from the Group A class of the ETCC has got to be a four-seater, which has to be build in a series of at
least 500 identical vehicles within a year. Average customers must be able to buy these cars and to drive them
on the public road. By the way, prior to the 500 evolution cars, 5000 standard cars has to be made as well, that
is 5000 240Turbos. The Group A 240 Turbo is a car with 270-330 (1984), 340 (1985) or 340-350 (1986) brake
horsepower, delivered by a B21 engine with a Garret exhaust turbo, Volvo’s own intercooler, a patented Volvo
water injection and an inhouse electronic ignition system. The cylinder head of the B21 was almost standard
with two valves per cylinder. Some more figures (1985): the top speed of the Group A 240 Turbo amounts
approximately 260 kilometres per hour. The acceleration from standstill to 100 kilometres per hour takes about
six seconds. The 200 kilometres per hour can be reached from a standstill in about 20 seconds. The weight of
the car varied from 1100 kilograms to 1065 kilograms in respectively 1984 and 1986. During the final race of the
240 on Estoril, the Electronic Traction Control (ETC) was used. The ETC has to increase the traction of the car,
when the external circumstances demands such an increase. Within four milliseconds the turbo pressure and
the fuel supply are corrected automatically to keep the 240 on the right track. In 1985 the Turbo was standing
on Pirelli P7 tyres with the dimensions 25/62 VR 17 (front) and 26/64 VR 17 (back). In 1986 Pirelli D3 tyres
were used. The five speed gearbox of the Group A 240 comes from Getrag. Furthermore has the car a Borg &
Beck clutch, a rear axle with a limited-slip differential from Volvo, gas-filled shock absorbers from Bilstein and
a power steering from Volvo, but without the power.

The teams
Volvo never competed as a factory in the ETCC. The only thing Volvo did, was supplying the construction and
the classification of the 240. The race department of Volvo, Volvo Motorsport, sold parts to private teams,
which prepared the actual racing cars. 1984 saw the participation of a Swedish and a Belgian team. The second
year a Swiss and a Swedish and the final year a Belgian team were competing to win the championship.
The victories
The first real victory was not achieved in the ETCC, but in the German DTCC. Per Sturesson won before an
army of BMWs the race in 1984. In the same year Ulf Granberg and Robert Kvist won on Zolder the first race of
the 240 counting for the ETCC. By the way, the other three competing 240s came in on a fifth, sixth and tenth
place.
The drivers
Except for the champions of 1985, Gianfranco Brancatelli, and Thomas Lindström, several drivers were
competing in a Group A 240 Turbo, like Eje Elgh, Ulf Granberg, Johnny Cecotto, Mauro Baldi, Pierre
Dieudonné, Sigi Müller and Didier Theys. In 1985 Gianfranco Brancatelli and Thomas Lindström were driving
for the team Volvo Dealer Team Europe of Rudi Eggenberger. The year before Eggenberger was still preparing
BMWs. In 1986 Ford Sierra was next on the list, but the success of 1985 was not repeated by the Swiss.
COMPETITION SUMMARY
Car Year Championship
Volvo 240 Turbo 1985 European Touring Car Championship (Gianfranco Brancatelli, Thomas Lindström)
Volvo 240 Turbo 1985 Deutsche Produktionwagen Meisterschaft (Per Stureson)
Volvo 240 Turbo 1986 Australian Touring Car Championship (Robbie Francevic)
Volvo 240 Turbo 1986 Nordic Touring Car Championship (Per-Gunnar Andersson)
Volvo 240 Turbo 1987 Swedish Touring Car Championship (Per-Gunnar Andersson)
Volvo 240 Turbo 1987 Finnish Touring Car Championship (Leif Wiik)
Volvo 240 Turbo 1987 Southeast Asian Touring Car Championship - Zepspeed Volvo team
Volvo 240 Turbo 1987 Malaysian Touring Car Championship
Volvo 240 Turbo 1987 Thai Touring Car Championship
Volvo 240 Turbo 1988 Thai Touring Car Championship (Per-Gunnar Andersson)
Volvo 240 Turbo 1988 Southeast Asian Touring Car Championship - Zepspeed Volvo team
Volvo 240 Turbo 1988 Malaysian Touring Car Championship
VOLVO 240 TURBO TEAMS AND DRIVERS
1982
ETCC Sportpromotion Greger Petersson, Anders Olofsson
1983
ETCC TL Racing Thomas Lindström, Stanley Dickens, Anders Olofsson
ETCC IPS Motorsport Per Stureson, Ingmar Persson
Sportpromotion Greger Petersson, Anders Olofsson
1984
ETCC TL Racing Thomas Lindström, Valentin Simons, Anders Olofsson
ETCC Sportpromotion Greger Petersson, Ulf Granberg, Robert Kvist, Eje Elgh, Frank Jelinski. (Börje Thor)
ETCC IPS Motorsport Per Stureson, Ingmar Persson, Rune Tobiasson, Kurt Simonsen, Giorgio Cipolli.
ETCC Volvo Team Delcourt Pierre Dieudonné, Michel Delcourt, Jean-Marie Baert
ETCC GTM Engineering Pierre Dieudonné, Michel Delcourt,Eje Elgh, Jean-Marie Pirnay, Jean-Marie Baert,
Patrick Nève, "Davit", Bernard De Dryver.
1985
ETCC Eggenberger Motorsport Thomas Lindström, Gianfranco Brancatelli, Pierre Dieudonné, Sigi Müller jr, Carlo
Rossi, Didier Theys.
ETCC Magnum Racing Ulf Granberg, Anders Olofsson, Ingvar Carlsson, Jean-Pierre Malcher, Christian
Danner, Leopold von Bayern.
ETCC Sportpromotion Greger Petersson, Bertil Engström
ETCC - Slim Borgudd, Sune Ohlsson, Michael Strauch
ETCC Calçado Fundador Rodrigues, da Silva, Ferreira
ETCC - Per-Gunnar "Peggen" Andersson, Mats Lindén.
ATCC Mark Petch Racing Robbie Francevic, Michel Delcourt
1986
ETCC RAS Sport Thomas Lindström, Ulf Granberg, Anders Olofsson, Per-Gunnar ’Peggen’
Andersson, Johnny Cecotto, Mauro Baldi, Didier Theys.
ETCC IPS Motorsport Per Stureson, Kurt Simonsen, Anders Berggren, Lars Lindberg, Anders Lindberg
ETCC Sportpromotion Greger Petersson, Ulf Svensson
ETCC - Ulf Larsson
ETCC Calçado Fundador Rodrigues, Mendes.
ATCC Volvo Dealer Team Robbie Francevic (#10), John Bowe (#4)
ATCC (in the James Hardie 1000) John Bowe, Alfredo Costanzo (#44), Neville Crichton, Graham McRae (#42).
Wellingt. - Per-Gunnar "Peggen" Andersson, Dave McMillan.
Wellingt. Mark Petch Racing Thomas Lindström, Robbie Francevic.

1987
ETCC CMS Christer Simonsen, Kurt Simonsen
ETCC Dumortier Etienne Dumortier, Baudoin De Rosée, Jean Andrianne.
ETCC SRS Giorgio Cipolli, Bruno Corradi, Massimo Siena
ETCC IPS Motorsport Per Stureson, Anders Lindberg
ETCC - Ulf Granberg, Per-Gunnar Andersson
WTCC CMS Christer Simonsen, Kurt Simonsen, Jean-Marie Baert
WTCC IPS Motorsport Leif Lindström, Per Stureson.
WTCC Dumortier Etienne Dumortier, Baudoin De Rosée, Jean Andrianne.
WTCC SRS Stig Blomqvist, Per-Gunnar Andersson, Ian Tulloch, Ulf Granberg.
WTCC Team Le Mans Robert Kvist, Per-Gunnar "Peggen" Andersson.
FTCC Volvo Finland Leif Wiik
Wellingt. - Per-Gunnar "Peggen" Andersson.
1988
ETCC SRS Alain Plasch, Pascal Tillekaerts, Dehaut.
ETCC Team CMS Sweden Bengt Thenander, Hans Berglund, Kurt Simonsen.
TTCC Zepspeed Volvo Per-Gunnar "Peggen" Andersson.
1989
Spa 24h Dumortier Etienne Dumortier, Baudoin De Rosée, Cyril Raes.
Spa 24h - F. Slaus, Leif Nyvall, Schreurs.
IMAGES
Leif Wiik won the Finnish touring car championship in '87 Robbie Francevic took the '86 Aussie crown, here seen in ’85.
The dash of a '86 car with a prominent LED display. Per Stureson seen in '86 the IPS Motorsport 240 Turbo.
SOURCES
http://wwwrsphysse.anu.edu.au/~amh110/group_a_volvo_specs.htm
http://cedstrom.tripod.com/group_a/
http://www.volvonet.org/tpc/groupa.html
http://www.turbobricks.org/onehotlap.html
http://www.turbovolvo.com/turbovolvo/history.htm
http://www.volvo200.org/etcc_eng.htm
© Compilation by Rainer Nyberg 2001-11-24 / 2003-03-29 Fact-sheet 03/044