During my first several months at Volvo, I put quite a few miles on the ’74 Audi Fox, considering that my commute alone added roughly 500 miles each week. By the fall of 1976, however, I was given the chance to run up the odometer on the first Volvo I had the opportunity to drive for an extended period, so I was understandably eager to take the keys.
It wasn’t a company car, strictly speaking, since my “permanent temporary” employee status made me ineligible for that particular perk (as well as any other benefits, for that matter). No, this was a two-door Volvo DL sedan (a “242 SRA” in sales-version speak), meaning that it was equipped with a manual sunroof, three-speed automatic transmission, and power steering, none of which were standard equipment on an entry-level 242 in the mid-1970s.
My ‘non-company-car’ Volvo two-door was one of two cars in Rockleigh which were equipped with pneumatically-operated accelerator and brake controls, operated by large paddles within easy reach of the steering wheel rim on both sides. The idea was that a disabled person who might not be able to access the Volvo’s foot pedals could still enjoy safe mobility with such an arrangement. Working in unison, a forward push (away from the steering wheel) accelerated the car, while pulling the paddles closer to the steering wheel activated the brakes. A slight but noticeable hiss always accompanied the paddles’ operation.
Nearly fifty years on, these handicap controls remind me of the shift paddles of modern hypercars…
Outside North America, Volvo literature of the time referred to this model as a “disabled driver’s car,” suggesting that the added controls were available either as an off-line factory option or potentially through dealership installation. At the time, we in Volvo of America’s Product Engineering & Development department often perused Gothenburg’s offerings in other markets in search of potential Stateside business opportunities. I’m sure these “handicap cars,” as we referred to them, fell into that category as well, though nothing ever came from this particular effort.
The ‘pull-to-brake’ motion took advantage of one’s natural (but unnecessary) tendency to hold the wheel in a death grip when braking.
I’m guessing that this example must have been sitting at Port Newark exposed to the weather for a while before being transported to Volvo’s Rockleigh, New Jersey headquarters, because the beige two-door had already sprouted a few small paint bubbles between its front bumper and grille. Not that those small defects affected the two-door’s suitability as a daily commuter, mind you.
The same beige, but my ride had steel wheels and hub caps, not these classy alloys. And this one also has a later grille and headlamp doors. (Source: Bring a Trailer)
Finished in non-metallic beige with a brown cloth interior, the 242 was a solid and comfortable car, though its leisurely acceleration, not helped by the automatic, obliged me to adopt a more relaxed driving style. Once rolling, however, the Volvo always responded predictably and reassuringly, if not quite exhibiting the nimble, quick reflexes of the Fox.
Like the rest of the car, its controls evoked a sense of substance and solidity. The supportive (but not heated) driver’s seat exposed me to the wonders of an adjustable lumbar support for the first time. I found that to be a real advantage, especially during my one-hour homeward commute, and the Volvo’s manual sunroof was an unexpected luxury I hadn’t experienced before.
Lots of commuting hours were spent in an interior just like this one. No cup-holders, unless you count the small circular depressions on the inside of the glove-box lid. (Source: barnfinds.com)
While 1976 was a good year for domestic-brand autos, which saw their calendar-year sales increase by nearly 1.5 million units over the previous year, to an 8,606,573-unit total. Imported brands weren’t so lucky, as their combined sales declined about 5% from the previous year, to just under 1.5 million units (1,493,00o, to be exact). Even more unfortunately, Volvo’s 1976 U.S. sales suffered a 27% drop from a then-record 60,336 units in 1975, totaling just 43,887 deliveries. A consequence of significant currency-related price increases and, to be honest, a few niggling quality issues as well.
Things would improve in 1977, when my first small design effort would hit the road…
(Auto sales data from 1976 and 1977 Automotive News Data Books. Featured image from bringatrailer.com)
Where did that car come from? I have never seen wheels like that on a 240, and I looked at a lot of them when I went thru my 240 phase.
I feel like I’ve seen those wheels on some 262C’s. It’s ironic that 1976 sales dropped so much, as the ‘76 240 was much better, at least in spec, than the 1975 US 240 which retained the old pushrod B20. I remember test driving a new ‘77 242 in that same color, though with 4 speed, no sunroof … and no paddle controls. As a California car it had a three-way catalyst and oxygen sensor, branded (and I think even badged) as Lambda-Sond.
The wheels are familiar to me as well, just not on a 240, or at least very uncommonly….They look good though.
These wheels were stock on the “chop top” 262C which came out in 1978. But Volvo always had an extensive collection of wheels in the Genuine Volvo Accessories catalog, and the selling dealer would have been happy to sell you an upgrade to any of the wheels in the catalog.
I was going to mention – and link to – the factory wheel catalog from that time, but can’t find my electronic copy or a link to it online at the moment. But yeah, there were a surprising (to me at least) number of wheel styles available at that time.
You’re correct, I believe. I’ve seen those alloys – often without the center caps – on 260 series cars. They’re often swapped onto 240s if one can find a set.
The rims to be seen on the 242 above are the early 262C alloys – before they went to Coronas.
The early 240/260 accessory rims were these (part # 283075):
dman,
Those alloys appeared on some 262Cs, at least outside North America. They were offered as accessory wheels here, though. Agree that the B21F transformed the 240-series.
…and you’re right – the ’77 242 you test-drove was badged “Lambda Sond”. More to come on that detail soon…
So did you ever use the pneumatic controls? It’s hard to imagine not trying them on a company-supplied car. I would have been interested to hear what the experience was like.
Hand controls were a big thing after WW2, for obvious reasons. I remember riding in a VW in Austria driven by a woman acquaintance that had hand controls (she had had polio, IIRC). I don’t remember exactly how they worked, but I remember a lever or two extending from the underdash area to near the steering wheel. With three pedals to operate, that would seem to have been a bit complex, as well as steering and shifting. I seem to remember that the drive was leisurely, and that the gap between shifting was a bit long, but it all worked.
Paul,
I did experiment a bit with the hand controls. They required a bit of effort to use, and their response seemed a bit sluggish at times, but they did the job.
My biggest challenges included the difficulty of maintaining a constant speed when faced with the slightest incline – modulating the paddles in those instances required some finesse. Braking to a stop smoothly also demanded more attention at times.
In retrospect, it’s probably just as well that we didn’t find too much enthusiasm for those handicap controls. The market would surely have been limited, and it’s likely that the system’s cost – including installation- might have been the final deal breaker.
I’ve never seen or read reference to factory-installed pneumatic hand controls on a 240 series Volvo. Very cool.
My first thought was oh lord, how reliable would THOSE be!!?? But then I recall that the pneumatic HVAC controls on my 1976 still work just fine…so maybe the engineers in Gothenburg dealing with pneumatics were somewhat ahead of their peers who dealt with electricity.
Volvo was heavily exploring what we would now call “mobility solutions” in the 1970s. There was a very rare (some sources say 50 produced) “243”, Which had the bodyside stamping of a 242 on the driver side and the bodyside stamping of a 244 on the passenger side. The idea being that a wheelchair user could put their folded wheelchair behind their seat.
I recall the 75 model 164 and first year 240s as unreliable, which made my parent’s decision to buy a leftover 74 more than just thrift.
I think those pneumatic controls were unique to Volvo all the hand controls I’ve seen use direct mechanical links to a lever under the steering column.
Dad bought a 1974 145 in 75 as a runout. Over here it was the only year of the big bumper on these. Lasted him 14 years then another ten in the hands of me and my brother.
My Grandfather bought his 164 around the same time. Dad never mentioned his having trouble with it, in fact it was his second.
Fun read. I live about ten miles north of Rockleigh. A family that we know would always be driving Volvo’s because one of the daughters worked at the home office. It was a perk that all of the family enjoyed. Obviously, they still had to afford the Volvo even at the reduced price.
Talk about the cc effect. 3 hours ago I took the dog for a walk and one of these in sedan form went by. I haven’t seen one in quite a while.
Then a minute later an 85 or so el Camino went by. I’m in the Boston area, these are not common sightings at all.