Volvo 200 Series

Volvo 200 Series

Volvo 240 GL wagon
Overview
Manufacturer Volvo Cars
Production
  • Europe: 1974–1993
  • Canada: 1974–1985
  • Malaysia: 1983–1993
Assembly
Designer Jan Wilsgaard
Body and chassis
Class Mid-size luxury / Executive car (E)
Body style
Layout Front-engine, rear-wheel-drive
Related Volvo 262C
Powertrain
Engine
Transmission
Dimensions
Wheelbase 104.3 in (2,649 mm)
Length
  • 189.9 in (4,823 mm) (sedan)
  • 190.7 in (4,844 mm) (wagon)
Width
  • 67.7 in (1,720 mm) (sedan, pre-1987)
  • 67.3 in (1,709 mm) (sedan, 1988–1993)
Height
  • 56.3 in (1,430 mm) (sedan)
  • 57.1 in (1,450 mm) (wagon, pre-1990)
  • 57.5 in (1,460 mm) (wagon, 1991-93)
Curb weight between 1,270 kg (2,800 lb)
(244 base model) and 1,465 kg (3,230 lb) (265 model)[1]
Chronology
Predecessor
Successor

The Volvo 200 series was a range of executive cars produced by Volvo Cars from 1974 to 1993, with more than 2.8 million units sold worldwide.[2] Like the Volvo 140, it was designed by Jan Wilsgaard. It overlapped production of the Volvo 700 series introduced in 1982. As the 240 remained popular, only the 260 was displaced by the 700 series — which Volvo marketed alongside the 240 for another decade. The 700 series was replaced a year before the 240 was discontinued. Production ended on 14 May 1993 after nearly 20 years.

History

The Volvo 240 and 260 series was introduced in the autumn of 1974, and was initially available as six variations of the 240 Series (242L, 242DL, 242GT, 244DL, 244GL, 245L and 245DL) and two variations of the 260 Series (264DL and 264GL). The 240 Series was available in sedan (with two or four doors) or station wagon, however the 260 Series was available as a coupé (262C Bertone), four-door sedan, or station wagon. The 200 looked much like the earlier 140 and 164 Series, for they shared the same body shell and were largely the same from the cowl rearward. However, the 200 incorporated many of the features and design elements tried in the Volvo VESC ESV in 1972, which was a prototype experiment in car safety. The overall safety of the driver and passengers in the event of a crash was greatly improved with very large front and rear end crumple zones. Another main change was to the engines, which were now of an overhead-cam design. The 260 series also received a V6 engine in lieu of the 164's inline-six.

The 200 Series had MacPherson strut type front suspension, which increased room around the engine bay, while the rear suspension was a modified version of that fitted to the 140 Series. The steering was greatly improved with the installation of rack-and-pinion steering, with power steering fitted as standard to the 244GL, 264DL and 264GL, and there were some modifications made to the braking system (in particular the master cylinder.[3]

First-generation 240s in international (left, Australia) and North American (right, US) versions. The international version has white parking lamps and larger headlamps; the American version has side markers.

The front end of the car was also completely restyled – that being the most obvious change of which made the 200 Series distinguishable from the earlier 140 and 160 Series. Other than all the changes mentioned above, the 200 Series was almost identical to the 140 and 160 Series from the bulkhead to the very rear end. The dashboard was derived from the safety fascia introduced for the 1973 140-series - but was changed again for the 1981 model year with the instrument pod made considerably larger and the radio repositioned near the top of the dashboard. All models were available with a choice of four-speed manual or a three-speed automatic transmission. Overdrive was also optional on the manual 244GL, while a five-speed manual gearbox was optional on the 264GL and 265GL.[4]

At the 1976 Paris Motor Show Bertone first showed the stretched 264 TE, a seven-seater limousine on a 3,430 mm (135 in) wheelbase, although it had entered production earlier. The raw bodies were sent from Sweden to Grugliasco for lengthening, reinforcing, and finishing. Carl XVI Gustav of Sweden used one, as did much of East Germany's political leadership.[5]

Canadian-spec 1980–1982 240DL

In the autumn of 1975 (for the 1976 model year in America), the 265 DL estate became available alongside the existing range, and this was the first production Volvo estate to be powered by a six-cylinder engine. Around this time, the existing 200 Series underwent some technical changes. The B20A engine was dropped in most markets, although it soldiered on for another two years in some places. The choice of gearbox was also greatly improved, with overdrive now available as an option in all manual models except the base-model 242L and 245L. As before, the 3-speed automatic was optional in every model.

1988–1991 Volvo 240 GL wagon (Australia)

Incremental improvements were made almost every year of the production run. One of the major improvements was the introduction of the oxygen sensor in 1976 (1977 models), which Volvo called Lambda Sond and developed in conjunction with Bosch. It added a feedback loop to the K-Jetronic fuel injection system already in use, which allowed fine-tuning of the air and fuel mixture and therefore produced superior emissions, drivability and fuel economy.

About one-third of all 240s sold were station wagons, which featured very large cargo space of 41 cubic feet (1.2 m3).[6] They could be outfitted with a rear-facing foldable jumpseat in the passenger area, making the wagon a seven-passenger vehicle. The jumpseat came with three-point seat belts, and wagons were designed to have a reinforced floor section, protecting the occupants of the jumpseat in the event of a rear-end collision. Both the 200 series and the 700 series became a status symbol worldwide.

The last 200 produced was a blue station wagon built to the Italian specification and named the "Polar Italia", currently displayed at the Volvo World Museum.

Engines

B21A (single side draft carburetor) engine in a 240

The 200 series was offered with three families of engines. Most 240s were equipped with Volvo's own red block, 2.0-2.3 litre four-cylinder engines. Both overhead valve and overhead cam versions of the red block engines were installed in 240s. The B20 was used only in the early years and subsequently replaced by the B19, a smaller version of the B21. Power of the carburetted versions increased for the 1979 model year. V6 engines were also available, first in the 260-models, but also later in the GLE- and GLT-versions of 240. Known as the PRV family, they were developed in a three-way partnership among Volvo, Peugeot and Renault, 240 diesel models are powered by diesel engines purchased from Volkswagen. In Greece and Israel the 1.8 liter B17 engine was available beginning with the 1980 model year (also as a luxuriously equipped 260). This hard working little twin-carb engine developed 90 PS (66 kW), and had considerably higher fuel consumption than even the turbocharged top version.[7]

The 1974 240 series retained the B20A inline-four engine from the 140 Series in certain markets, with the new B21A engine available as an option on the 240 DL models. The new B21 engine was a 2127 cc, four-cylinder unit, which had a cast-iron block, a five-bearing crankshaft, and a belt-driven overhead camshaft. This engine produced 97 PS (71 kW) for the B21A carburettor 242DL, 244DL and 245DL, and 123 PS (90 kW) for the B21E fuel-injected 244GL.

North American inline-fours

The first models to reach the US market were 1975 models equipped with the old pushrod B20F engine, with the new OHC B21F motor making its way to America for the 1976 model year. The US and Canadian 200-series ranges were not identical; the B21A carbureted engine was never available in the US, but was the base engine in Canada from 1977 through 1984. All 240s were fuel-injected in the US market; the carbureted B20 and B21 engines were not available due to emissions regulations. 1975-76 Canadian models were identical to their US counterparts. A 1980 240 with the fuel injected B21F produces 107 hp (80 kW) at 5250 rpm.[8] Beginning in 1985, Canadian models received the US model engines, usually in 49-state form, except for the Turbo, which only had California emission controls.

Six-cylinder PRV

The 264 models had a completely new 90-degree V6 B27E engine called the "Douvrin".[4][9] This engine was developed jointly by Peugeot, Renault and Volvo in collaboration, and is therefore generally known as the "PRV engine". This engine was unusual at the time, being composed of many small parts in a modular design (as opposed to a monolithic engine block and head). The B27E engine has a displacement of 2,664 cc, an aluminium alloy block, and wet cylinder liners. This engine produces 140 bhp (100 kW) for both the 264DL and 264GL. In fuel-injected form, the B27F was introduced to the US in the 1976 260 series. The two-door 262 DL and GL sedans, the 264DL saloon (sedan) and the new 265DL estate (station wagon) were offered outside North America with the B27A engine. Almost identical to the fuel-injected V6 B27E engine, it has an SU carburettor instead of fuel injection, and therefore it produces a lower output of 125 PS (92 kW).

Volvo increased engine displacement to 2.8 litres in 1980 with the introduction of the B28E and B28F, which were prone to top-end oiling troubles and premature camshaft wear. Some export markets also received the lower output carburetted B28A engine with 129 PS (95 kW) at 5,250 rpm, capable of running on lower-octane fuel.[10] Nevertheless, Volvo continued to use the B28 V6 in their new 760 model. DeLorean Motor Company went on to use the PRV B28F in their DMC-12 vehicle, and a three-litre version was used in the 1987–1992 Eagle Premier, Dodge Monaco, and Renault 25. The updated B280 engine used in the final years of the 760 and 780 models did not suffer from the same premature camshaft wear as the earlier PRV engines. In North America, the 260 series was only available with a three-speed automatic transmission and the engine produces 130 hp (97 kW).[11]

VW diesels

Announced at the 1978 Paris Auto Show, the Volvo 240 GL D6 was introduced in the spring of 1979. Volvo's new diesel engine was purchased from Volkswagen and was a six-cylinder iteration of the ones installed in diesel Volkswagen and Audi vehicles at the time.[12] Production was initially low, with only around 600 built by the time of the introduction of the 1980 model year cars.[13] These engines are all liquid-cooled, pre-combustion chamber, diesel engines with non-sleeved iron blocks and aluminum heads. A Bosch mechanical injection system is used that requires constant electrical input so that the fuel supply can be cut off when the ignition key is removed. A 2.4-litre inline-six (the D24) and a 2.0-litre inline-five (the D20) were available, producing 82 PS (60 kW) and 69 PS (51 kW) respectively. The lesser D20 engine was only sold in select markets where it was favoured by the tax structures, most cars went to Finland but it was also marketed in Italy between 1979 and 1981.[14] A turbocharged diesel was never sold in the 200 series. At the time of introduction, the Volvo was one of the fastest as well as quietest diesels sold.[15]

The diesel had originally been intended to be sold North America first and foremost, but in actuality the D24 only became available in the North American market beginning with the 1980 model year. After the US diesel market collapsed, sales decreased to ever smaller numbers and it was discontinued after the 1985 model year.[16] No diesels were actually delivered during 1980 as Volvo had a hard time meeting the EPA's environmental standards.[16] The federalized diesel developed a claimed 78 hp (58 kW; 79 PS), but was not certified for sale in California.[17]

Badges

Nomenclature

The 200-series cars were identified initially by badges on their trunk lid or rear hatch in a manner similar to the system used for previous models.

American-market 1992 240 sedan

For the American market:

Trim levels

Throughout the 200-series' production, different levels of luxury were available for purchase. The specific trim level designations ranged from L, being the least expensive, to GLT, indicating a sporty premium offering. The actual equipment and availability of a particular trim level varied depending on the market. The letters normally appeared on the trunk lid or rear hatch of the car (except for during MY1983) and had originally represented the following, although by the 1980s the letter codes had officially lost any underlying meaning:[18]

1979 Volvo 242 GT (Australia)


(For example, a 1979 GT 200-series Volvo would be badged a 242 GT, meaning it is a 240-series car with two doors, and GT trim.)

The '4' and '6' codes soon lost their original meaning as signifying the number of cylinders with the introduction of B17-engined four-cylinder Volvo 260s for export to Greece and Israel in the late 70s. There was also a six-cylinder 240 GLT in some markets, as well as both six- and five-cylinder diesels labelled '240'. The second digit now only denoted how luxurious the car was. By June 1982, with the introduction of the model year 1983 Volvos, the third digit too lost its meaning and the 242/244/245 became simply the 240.[22]

Special trim levels

The dash of a US-market 240 Classic, with leather seats and wood trim.

Several trim levels were special offerings only available during certain years or for unique body styles:

Engine type

Sometimes, the engine type of a car was also designated by badging. In some instances, these badges were omitted, replaced trim level badges, or even used in combination with them:

200 Series specifications

1978 Volvo 244 DL sedan (Australia)

Market differences

European/Australian market

European-spec 1975–1980 264GL
European-spec 1981-82 245GL (Scandinavia: 1981-84)

For 1980, the 240 GT and GLE were dropped from most markets, as well as the 265 GLE. The new GLT model which replaced them had the GT's 140 PS (103 kW) fuel injected 2.3-liter engine with manual transmission (sedan only), or the 260's 2.7-liter V6 with 141 PS (104 kW) in station wagons or in automatic-equipped sedans.[13]

North American market

1976-1977 Volvo 265 with American-market quad round sealed beam headlamp configuration, as used until 1980 on some models.
1978 Volvo 262C Bertone (with North American quad headlights)

For 1981, the 260 Estate was dropped but the new GLT and GLT Turbo models joined the lineup.[11] The Diesel engine was discontinued in 1984, but was still sold in the 1985 model year with a 1984 VIN and 1985 specs. The Turbo model was discontinued in early 1985.

American-spec headlamp configurations 1974–1993[23]

Quad indicates two headlamps per side; all others one headlamp per side

Model Year242 244/245262/264/265 Turbo/Turbo GLT (242/244/245)
1975Round 7" sealed beamsRound 7" sealed beamsN/A N/A
1976-77Round 7" sealed beamsRound 7" sealed beamsQuad round 5 34" sealed beamsN/A
1978-79Round 7" sealed beamsQuad round 5 34" sealed beamsQuad rectangular 165 mm × 100mm sealed beamsN/A
1980Round 7" sealed beamsDL: Quad round 5 34" sealed beams
GL, GLE: Quad rectangular 165 mm × 100mm sealed beams
Quad rectangular 165 mm × 100mm sealed beamsN/A
1981-82Quad rectangular 165 mm × 100 mm sealed beams
(high beams halogen)
Quad rectangular 165 mm × 100 mm sealed beams
(high beams halogen)
Quad rectangular 165 mm × 100 mm sealed beams
(high beams halogen)
Quad rectangular 165 mm × 100 mm sealed beams
(high beams halogen)
1983-84Quad rectangular 165 mm × 100 mm halogen sealed beamsQuad rectangular 165 mm × 100 mm halogen sealed beamsN/A Quad rectangular 165 mm × 100 mm halogen sealed beams
1985N/AQuad rectangular 165 mm × 100 mm halogen sealed beamsN/A Quad rectangular 165 mm × 100 mm halogen sealed beams
1986-93N/AReplaceable-bulb halogen compositeN/A N/A

Special editions

A Volvo 264TE to the left of a ZiL-111 with Edward Gierek and Erich Honecker as standing passengers in Frankfurt (Oder) in May 1977.
1993 Volvo 240 Classic Wagon (US)

Anniversary special editions

Concept models

Volvo produced a prototype for a hatchback version, badged the Volvo 263 GL, but it was not chosen for mass production and is now on display in the Volvo World Museum in Gothenburg, Sweden.

240 in motorsport

240 Turbo at the Nürburgring 1985

Despite its non-sporting image, the Volvo 240 was a successful competitor in touring car racing in the 1980s. In 1983 Volvo produced an evolution version of the 240 Turbo with a larger turbocharger and other performance modifications. All of these special cars were reputedly exported to the United States. Most of them were subsequently stripped of their racing equipment and sold as standard road cars, which later led Volvo into difficulties with the sport's governing body, the FIA, which questioned whether the necessary 500 cars had in fact been built. Debate continues to this day among enthusiasts about how many of the special-edition cars were built and what happened to them.

Nevertheless, the 240 Turbo proved a successful competitor. In Group A racing form, the 240T weighed 1,065 kg (2,348 lb), and its turbocharged 2.1-litre engine produced approximately 350 bhp (261 kW; 355 PS). Although it was a big car and lacked the agility of some of its competitors, mostly due to its skinny tyres compared to its opposition, it was fast in a straight line (approximately 260 km/h (162 mph) on faster circuits such as Monza, Hockenheim and Bathurst) and proved to be very reliable. Volvo did not run the cars directly, instead engaging the services of established teams to prepare and manage them.

The Eggenberger Motorsport team was the most successful of these. Late in the 1984 European Touring Car Championship, Swedish team Sportpromotion won the EG Trophy race at Zolder circuit and followed that with second in the 500 km del Mugello. In 1985, Volvo signed Swiss engine guru Reudi Eggenberger to run its works team. Eggenberger Motorsport, with team drivers Gianfranco Brancatelli and Thomas Lindström, won the 1985 ETCC outright, seeing off challenges from BMW (Schnitzer), and defending ETCC champions TWR who were running the V8 engined Rover Vitesse rather than the V12 Jaguar XJS' that had dominated 1984 after Jaguar had decided to concentrate on Sports Car racing.

Eggengerger moved to race Ford Sierra's in 1986 and Volvo contraced Belgian based team RAS Sport to be its works team in the ETCC, with defending champion Lindström being joined by ex-Formula One and Grand Prix motorcycle racer Johnny Cecotto, as well as Ulf Granberg and Anders Olofsson. The team was competitive in 1986, taking wins at Hockenheim, Anderstorp, Brno, Österreichring and Zolder. Unfortunately however, the wins at Anderstorp and the Österreichring were taken away from the team due to illegal fuel. The disqualifications would see Lindström unable to defend his title.

Around the world, other teams were also running the Volvo 240T with a fair degree of success. New Zealander Mark Petch had purchased a 240T from the Magnum team in Sweden (and claimed to run the only privateer Volvo 240T outside of Europe), and drivers Robbie Francevic and Michel Delcourt won the Wellington 500 street race in New Zealand in January 1985 after starting from the rear of the grid due to the car not arriving in time to qualify. Francevic then went on to finish 5th in the 1985 Australian Touring Car Championship (the first ATCC to be run under Group A rules), taking wins at Symmons Plains and Oran Park. Thomas Lindström joined Francevic to drive in the 1986 Wellington 500 and brought with him from Europe the latest engine and suspension upgrades for the car. Petch sold the team in 1986 and it would become the Volvo Dealer Team that year, expanding to two cars, one for Francevic with the other being for dual Australian Drivers' Champion John Bowe who had driven with Francevic at the 1985 Bathurst 1000. Francevic won the 1986 Australian Touring Car Championship, the first and only time that the title had been won by a Volvo driver and the first time since its inception in 1960 that it had been won with a car powered by a turbcharged engine. The car also won the Guia Race in Macau consecutively in 1985 and 1986.

Volvo withdrew from the sport at the end of the 1986 season, partly because of the controversy over its adherence to the FIA's homologation rules, but also because the 240T had achieved what it set out to do. Volvo did not return to touring car racing until the advent of Super Touring racing in the early 1990s, with the 850 model.

The 240 also enjoyed some success in other branches of motorsport. Although Volvo had pulled out of rallying in the early 1970s, the 240 Turbo did see action as a Group A rally car in the mid-1980s, but without works backing it met with only limited success. The normally aspirated version remained eligible for international competition until 1996, and to this day the 240 remains a popular clubman's rally car in Scandinavia. Its popularity has in recent years been boosted with the establishment of the Volvo Original Cup, or VOC. This is a championship for amateur rally drivers using Volvo 240s, 740s and 940s. In the interests of cost control, only very limited modifications are allowed to the cars. The series attracts large numbers of competitors, attracted by its low cost and by the Volvo's rear-drive handling and reliability.

Because it is cheap and robust, the 240 has also become very common in folkrace competitions. In the UK the 240 is popular for banger racing, due to its strength. The Volvo 240 is now a common choice alongside Ford Granadas and Jags for using at 2.0-litre + banger meetings.

Wikimedia Commons has media related to Volvo 200 Series.

Notes

References

  1. Volvo 1979 brochure (pdf)
  2. "Volvo Car Production Statistics, Volvo Owners Club". Volvoclub.org.uk. 2009-12-31. Retrieved 2010-10-09.
  3. Lindh, Björn-Eric (1986). Volvo: The Cars - From the 20s to the 80s (2nd English ed.). Malmö, Sweden: Förlagshuset Norden. p. 178. ISBN 91-86442-14-7.
  4. 1 2 "Volvo 200 Series". Uniquecarsandparts.com.au. Retrieved 2010-10-09.
  5. Armstrong, Douglas (December 1976). "Sobriété in gay Paree". SA Motor. Cape Town, South Africa: Scott Publications: 21.
  6. New Volvo Cars Specs. "1986 VOLVO 240 DL, 240 GL". Retrieved 2010-10-09.
  7. Mastrostefano, Raffaele, ed. (1985). Quattroruote: Tutte le Auto del Mondo 1985 (in Italian). Milano: Editoriale Domus S.p.A. p. 1154. ISBN 88-7212-012-8.
  8. Hogg, Tony (ed.). "Six Family Sedans". Road & Track's Road Test Annual & Buyer's Guide 1981 (January–February 1981): 23.
  9. "Volvo 240 Owners Manual and more". Analogstereo.com. Retrieved 2010-10-09.
  10. Volvo serie 260 (PDF) (Catalog) (in Spanish), Volvo Cars, February 1981, pp. 6, 28, ASP/PV 8567-2-81
  11. 1 2 Hogg, Tony (ed.). "1981 Buyer's Guide". Road & Track's Road Test Annual & Buyer's Guide 1981 (January–February 1981): 127.
  12. Horrie, Rudy (1979-09-15). "Een vinnige diesel" [A sharp diesel]. Keesings Auto Magazine (in Flemish). Antwerp, Belgium. 2 (17): 12.
  13. 1 2 3 Johansson, George, ed. (1979-08-17). "Volvo 1980: Lill-Volvo med fem dörrar - men lika slö som förut" [Baby-Volvo with five doors - but as lethargic as before]. Teknikens Värld (in Swedish). Stockholm, Sweden: Specialtidningsförlaget AB. 31 (17): 16–17.
  14. Mazzocchi, Gianni, ed. (September 1984). "Estere Usate" [Used Imports]. Quattroruote (in Italian). Milan, Italy: Editoriale Domus. 29 (347): 274.
  15. Horrie, p. 13
  16. 1 2 Flammang, James M. (1994). Standard Catalog of Imported Cars, 1946-1990. Iola, WI: Krause Publications, Inc. pp. 649–659. ISBN 0-87341-158-7.
  17. Hogg, Tony (ed.). "Four mid-size diesel sedans". Road & Track's Road Test Annual & Buyer's Guide 1981 (January–February 1981): 31–32.
  18. 1 2 Lindh, Volvo, p. 206
  19. 1 2 Lindh, Volvo, p. 158
  20. Lindh, Volvo, p. 195
  21. 1 2 Britto, Neville (2011-07-13). "A Wolf in Sheep's Clothing: Celebrating 30 Years of the Volvo Turbo, 1981 - 2011". Logos Pathos Ethos. Retrieved 2011-12-14.
  22. Lindh, Volvo, pp. 198–199
  23. "Volvo 140/240 Changes.html". Home.blarg.net. Retrieved 2009-07-17.
  24. Klassiker, nr 7 2013, p. 51-53
  25. "1979 Volvo 264 TE".
  26. "1983 Volvo 242 Group-A Turbo". Flathood.saliv8.com. 1985-09-01. Retrieved 2010-11-24.
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