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In the Autumn of 1974 the Volvo 240 and 260 Series was launched.
At a glance it looked like the earlier 140/160 Series, but was
also based on the Volvo Experimental Safety Car, a 1972
prototype experiment in car safety. McPherson strut type
suspension was fitted to the front and the rear suspension was a
modified version of that fitted to the 140 Series. The brakes
were also modified. The main changes were to the engine.
Although some models, the 242L, retained the B20A engine, most
other versions had the new B21 4-cylinder engine. It had a cast
iron block and a 5-bearing crankshaft and a belt driven overhead
camshaft. The engine had a capacity of 2127cc with outputs of
97hp for the B21A carburettor version and 123hp for the B21E
injection version. The 260 model had a new design engine
developed jointly by Peugeot, Renault and Volvo (the PRV engine)
- the V6 B27E with a capacity of 2664cc and giving 140hp. The
block was an aluminium alloy fitted with wet cylinder liners.
The new cars were available in six variants of the 240 and two
of the 260. The 244GL was top of the range and had the fuel
injection engine and leather upholstery. The 264GL had a choice
of leather or plush upholstery and had electric windows. Power
steering was standard on the 244GL and the 264. All models had a
choice of manual or auto-matic gearboxes.
The
1976 models were introduced in the Autumn of 1975 and several
changes had been made. A carburettor version on the B27 with an
SU carburettor giving an output of 125hp was added to the range
but only used in the 264DL and the new 265DL estate. The choice
of gearbox was also improved throughout the range. The B21A had
a new camshaft which increased the output to 100bhp, and the
B20A engine was dropped from the range because of emission
regulations. The gearboxes were improved and new manual
gearboxes introduced. Volvo celebrated its 50th Anniversary in
1977 and released a limited edition version of the 240, the
244DL "anniversary" car. It was finished in metallic
silver with black and gold decorative trim and plush upholstery.
The glove box was fitted with a silver plaque with the text
"Volvo 1927-1977." Special badges were also fitted to
the sides of each front wing. The 264GLE was introduced with
automatic gearbox, alloy wheels and air conditioning as
standard. New standards of quality control were introduced as it
had become clear that the anti-corrosion and paint treatments
were not up to the expected standard and many 1975/76 models
were suffering severe rust problems. During 1977 Volvo also won
British awards for car safety and in the USA the 240 was
selected to develop guidelines for US safety standards. By now,
the variants of the 240 were extensive, with different markets
using differing specifications of engine and body trim.
In
March 1977 Volvo showed off its new model at the Geneva show,
the 262. It was aimed mainly at markets with exclusive tastes.
The 262 was based on the 264, in fact Volvo shipped 264 'kits'
to Bertone of Turin who rebuilt them with the modifications. The
seats were upholstered with black leather and doors had hardwood
panels and the seats lower than 'normal' models. During 1976/77
only 3,239 two-door 260's were built; then in the Spring of 1977
it was redesigned the 262C. To begin with they were only
available in metallic silver with a black vinyl roof but from
1979 modifications such as an enlarged boot lid and wrap-around
rear lights, front spoiler and new design alloy wheels were
introduced. An all over metallic gold finish was also available.
Production halted momentarily in the summer of 1980 and then
restarted in spring of 1981 with a new front design. In all only
6,622 models of the 262C were made, most going to the USA and
Europe. This was a car for the truly discerning, as it also
featured tinted glass, heated front seats, electric rear-view
mirror, aerial and side windows, under-bonnet and boot lighting
and power steering. In 1978 a few minor modifications were
introduced mainly to the front of the car, and the seats were
redesigned. (There
is only one known 262C in New Zealand)
The
242GT model was introduced, but not in the UK. This was a
'sporty' two door version with alloy wheels, power steering, fog
lamps, four speed plus overdrive gearbox and firmer suspension
and a rev counter. Again in 1979 some modifications were made.
The GL's and GLE's had rectangular headlamps and a new grille.
The front suspension was modified with stiffer shock absorbers,
heavier anti-roll bars and the caster angle on models with power
steering was altered. The diesel driven D24 was introduced
powered by a Volvo-Volkswagen six cylinder engine with 2383cc
capacity and giving an output of 82hp. This version never made
much impression on the UK market but was well received in Europe
and the USA. The redesigned 264GLE made it a 'luxury' car and
made it popular with the wealthy and as a company car. The top
of the range 240 was the 240GLE. It was fitted with the B21E
engine and a choice of three speed automatic or four speed with
overdrive gearboxes. Alloy wheels and a front spoiler were
extras, as was power steering.
1980
saw the introduction of the 244GLT (Grand Luxe Touring) model
using the four-cylinder B23E injection engine with 140hp or the
V6 141hp engine in the saloon, the estate using only the V6. The
V6 versions were not intended for the UK market but it is
reported that around 200 were brought into the country to test
the market. The car was very sporty and striking in its
appearance with all black body trim, multi spoke alloy wheels
with low profile tyres and leather or plush upholstery. The
244GL had a new B23A block giving 112hp and the B23E giving
136hp. The B23E was also fitted to the GLT. A new V6 engine was
also released in the 264 range, the B28 giving 155hp. In Sweden
the 240 Turbo was released with the B21ET engine giving 155hp.
This model never reached the UK market because it could not be
converted to right hand drive because of the design of the
exhaust manifold. A few have been imported and conversion meant
a 'one-off' manifold had to be made to avoid the steering
column. The new 1981 model was also released in late 1980. The
model had undergone many changes. The bumpers were smaller,
lights were redesigned, and a redesigned front spoiler were some
of the changes. Inside there was a new dash layout. Under the
bonnet saw numerous changes also. The GL got a B23A engine with
an output of 112hp. The high compression ratio of 10.3:1 gave
rise to many complaints of 'pinking'. The GLE had the B21E
engine and the GLT the B23E engine which now gave a lower output
of 136hp. Refinements in the emission control were introduced
also at this time. The overdrive, standard on most GL, GLE and
GLT models with manual gearbox automatically disengaged when the
gear stick was moved out of fourth gear.
In
1983 the 'fleet' was trimmed and all were called '240'. Three
engines were available, the 106hp B21A, the 112hp B23A and the
diesel 82hp D24. The GLT retained the B23E engine. All other
specifications could be included 'to order'. The only V6 variant
left now was the estate, and the 240 variants now adopted the
260 front grille and bonnet. The 240 with the B23A engine was
then fitted with a new five-speed gearbox. In 1984 some more
modifications were made, with modification of the cylinder head
of the B23E engine which gave an output of 129hp. The AW71
automatic gearbox used on the 760 was available for the 240.
1985 saw more changes to the engines as the 'low friction'
engine was introduced. This was to increase engine life and
improve fuel economy. Numerous modifications were made to many
components of this engine. The new engine was designated the
B230 with the introduction of a two litre B200 engine. This was
the year that Volvo discontinued the 260 Series. In 1986, the
year the number of 200 Series models exceeded two million, the
car received another facelift. The front of the car was
noticeably changed, with a new grille and bonnet, and redesigned
rear-view mirrors. The boot lid was also redesigned and changed
from the 'flat, look to a more curved appearance. An additional
high level brake light was fitted to the rear screen. The
three-way catalytic converter and Lambda-sond engine system,
used back in 1976 on models for the American market, were fitted
to the UK models. This had the effect of reducing the power of
the engine by about 10%. The following year saw the inclusion of
a few more cosmetic items as standard, such as rear head rests
on the saloons, and some more modification made to engines. Up
until the end of production of the 200 Series in 1993 very few
changes were made to the car. For the last couple of years only
the estate version was made.
So
what made the 200 Series Volvo such a popular car for so long.
For those who have driven it, and many of you will have at some
time, the answer is very clear. It is reliable. Reliability is
considered to be one of the most important features of any car.
If the car was maintained properly the engine could be expected
to run without trouble for over 100,000 miles. Indeed, figures
in excess of 200,000 miles have been reported. A tribute to
outstanding engineering. It is a pleasure to drive and very
comfortable. Some refer to it as a mobile armchair, I won't
argue with that, I like to travel in some comfort.
The
only thing I will say against it is that it doesn't like strong
winds, you have to hold on to the steering a bit firmer. It is
also a very safe car in the event of an accident and this has
helped maintain its position as one of the safest cars on the
roads. I have been asked many times what to look for when buying
a second hand 200 Series Volvo. First thing to do, is NOT to
switch on the engine yet. Let us start with the outside, the
visual examination. Signs of damage repair or misuse will often
show up by looking for variations in the colour of the
paintwork. Although Volvo's have a good reputation for not
rusting there are a few places that the 200 did suffer. As
mentioned earlier, the very early models suffered badly because
of poor anti-corrosion processes. The rear wheel arches tend to
show signs of rust because moisture gets between the lips of the
wing and inner wing panel. With age the sealant becomes cracked
and loose. It is not too expensive to replace the wheel arches.
The tailgate of the estates has long been a problem, but later
models received extra attention in that area. For some reason
the models of the early 80's suffered rusting at the bottom
forward corners of all four doors. Rusting of the windscreen
aperture seemed to effect some cars. Water leakage through the
bulkhead can lead to all sorts of problems, and many suffered
such leakage. The source was often bad fitting grommets or
blanking plugs. Water leaked down the inside of the bulkhead and
settled in gullies in the floor pan and if left undiscovered
would gradually start the rusting process. Often, cars less than
10 years old would suddenly develop holes in the floor pan along
the sides. The fuse box also suffered from corrosion through
moisture build-up because of its poor location. Regular cleaning
and some Vaseline often solves problems here. Continuing the
visual examination, the car should not sag on its suspension, if
it does then the springs have taken quite a load over its life.
Most 200's had oil-filled shock absorbers and should be checked
for leakage, but some GLE's and most GLT's had gas-filled
shocks. The 200 also had quite an appetite for front tyres,
especially models with power steering, which for 'town' driving
I consider essential, unless you eat three Shredded Wheat a day,
and once you've had the pleasure of power steering you don't
want to go back to 'tug and pull'. A common problem for many
years was rapid wear on the outside edge of the front nearside
tyre. This was rectified by fitting a harder brush to the
wishbone-to-body bracket. Fitting a stiffer front anti-roll bar
will also help.
Having
satisfied yourself with the outside of the car a good look
inside is next. Make sure all the bits of trim and panels are
properly mounted and not held on with tape or other means. Make
sure all the switches work. Look at the mileage, don't panic if
it is high, often a high mileage car is better because it has
been used. Make sure all the digits are in a straight line. If
one is crooked then the clock may have been altered. Look at the
condition of the upholstery as this gives some idea of how much
use it has had. In the boot look at the wells each side and look
for rust. On older cars expect to see some, but make sure it has
not started munching big holes. Under the bonnet look for oil
leaks, and if the car has been serviced by Volvo this will be
easy because they often steam clean the engine. However there
are not many Volvos around that are dirty under the bonnet.
Check the oil dipstick, making sure it is between the two marks,
and look at the colour of it. If it is grey or has bits of white
‘cream’ then the oil may be contaminated with water. This
may be because it has done a lot of short journeys. When
satisfied that all looks well then start up the engine. If the
engine is cold and not run for some hours a gentle tap may be
heard, especially on high mileage engines. This is normal
and goes when the engine warms up. If it has a manual choke make
sure it is working. Injection engines and later carburettor
engines had an automatic choke system. The rev counter should
register around 1200rpm. Press the accelerator a few times and
the engine should respond positively. A test drive comes next,
and the car should drive away smoothly without jerking. The gear
changes of both auto and manual boxes should be smooth,
otherwise a problem with that unit may be the cause. There
should be no or little transmission noise, the 200 is very quiet
even with 150,000 miles on the clock. A short drive should
indicate if there are any problems with engine, transmission,
steering or brakes. Some repairs can be expensive so it helps if
you can get the assistance of someone who knows what to look
for, such as an AA vehicle inspector.
I
am sure the Volvo 200 will be seen on the roads for many years
to come and one day I expect to see it listed as one of the
great classic cars of the great era of motoring.
Bob Isaac
240
Links
Volvo 200 Series
Volvo
Owners Club UK
240
Turbo Swedish Register
Anthony
Hyde's Australian Group A 240 site
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