AN UNOFFICIAL HISTORY OF THE 1975-1993 Volvo 240/260 Series © 2019 EuroSport Tuning. All rights reserved.

The information contained within the ebook is given in good faith and is believed to be accurate, appropriate and reliable at the time it is given, but is provided without any warranty of accuracy, appropriateness or reliability. EuroSport Tuning does not accept any liability or responsibility for any inaccuracies to the extent available by law.

2 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Introduction...... 04 Part 1: Citizen Cinderblock...... 05

THE FATHER OF THE 240/260 SERIES: THE VOLVO EXPERIMENTAL SAFETY CAR...... 05

THE CREATION OF THE 240/260 SERIES: INVESTING IN SAFETY...... 06

THE SAFETY SUCCESS OF THE 240/260 SERIES...... 06

240/260 VS. 140/160: DIFFERENT, YET THE SAME ...... 07

VOLVO NOMENCLATURE OF THE 240 ERA ...... 08

FOUR-CYLINDER : OLD AND NEW...... 09

THE CREATION OF THE PRV ENGINE...... 10

THE PRV V-6: THE RAISON D’ÊTRE...... 11

THE 200 SERIES: SAFE AND SENSIBLE...... 12

TOUCHING UP A BRICK...... 12 Part 2: The Sporting Bricks...... 14

THE 1978–1981 COUPE...... 14

THE 242GT AND GLT...... 15

VOLVO 240 TURBO...... 16

GROUP A TURBO...... 18 Part 3: The Mature Cinderblock...... 20

POWERTRAIN SHUFFLE...... 20

THE RATIONAL CAR RATIONALIZES...... 22

THE VENERABLE VOLVO...... 23

TWILIGHT OF THE 240...... 24

BIBLIOGRAPHY...... 26

3 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES INTRODUCTION

The Volvo 240/260 is an icon, and these classic “bricks” are known for their longevity. Offered for sale between 1974 and 1993, the evolution of this vehicle is one few know about, at least not in any detail. That’s why we partnered with Aaron Severson, an award-winning automotive historian and author of AteUpWithMotor.com, to dive deep into the 240 and it’s subtle but complete transformation over nearly two decades.

What follows is a complete history of Volvo’s iconic vehicle, one we often get questions about from EuroSportTuning.com customers.

We hope you learn as much about the Volvo as we did. Thank you for reading.

Sincerely,

Frank Derks EuroSport Tuning Founder

4 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Part CITIZEN CINDERBLOCK1

THE FATHER OF THE 240/260 SERIES: THE VOLVO EXPERIMENTAL SAFETY CAR In the early ‘70s, manufacturers around the world developed advanced safety cars to study what was and was not technologically feasible when it came to collision safety. Several of these cars were actually built under contract for the U.S. National Highway Traffic Safety Administration (NHTSA) as part of the agency’s Experimental Safety Vehicle (ESV) program.

The Volvo Experimental Safety Car (VESC) unveiled at the 1972 International was not among the NHTSA-funded examples. However, in designing the VESC, Volvo looked closely at the ESV requirements, which included the ability to endure a 50mph frontal impact, a 40mph side impact, and a 70 mph rollover — far more severe than U.S. law required, then or now. Volvo engineers were also guided by data from the company’s own in-house accident research group.

Most safety cars came and went without having much perceptible influence on production models. However, Volvo would adopt several of the VESC’s features in production, beginning by relocating the fuel tank of the 1974 140-series and 164 to a position just behind the rear axle to prevent the tank from being ruptured in a rear impact. The VESC would also inspire the redesigned front end of the new 240 and 260.

VESC: VOLVO EXPERIMENTAL SAFETY CAR

5 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES THE CREATION OF THE 240/260 SERIES: INVESTING IN SAFETY In the 1960s Volvo was among the handful of automakers with a genuine interest in crash safety. The 140 series’ front and rear crumple zones and stout box-section passenger compartment “safety cage” were very capable, as Volvo advertising demonstrated. The roof would support six times the car’s own weight. And, the safety features were designed well before the first U.S. safety legislation ever passed Congress.

By 1969, all 140s and the six-cylinder 164 also had three-point harnesses with inertia reels, which were not required by U.S. law until 1972 and 1973 respectively. The four-wheel disc brakes were a rare feature at the time, typically only seen in Mercedes Benz and . They featured Volvo’s unusual “triangular-split” hydraulic system, which two circuits each controlled three of the four brakes. Safety and solidity, not style or performance, had become Volvo’s defining characteristics.

In the summer of 1974, Swedish automaker Volvo undertook a major revamp of its 140-series and 160-series cars. Externally, the changes amounted to little more than a , but the renamed 240 and 260 featured new engines, a new suspension, and new advances in collision safety.

1977 VOLVO 244

Such an extensive update was surprising because by Volvo standards, the existing cars were relatively new designs; the 140 series was not quite eight years old, the six-cylinder 164 only six. They had also received many recent updates, including a new dashboard, reinforced door beams, and new bumpers.

THE SAFETY SUCCESS OF THE 240/260 SERIES The Volvo Experimental Safety Car’s influence on the Volvo 240 and 260 was not limited to the early 240’s slanted black plastic . Volvo also applied lessons learned from the VESC towards a more ambitious goal: increasing survivability in frontal impacts at speeds beyond the 30 mph threshold of federal safety standards.

Even a 10% increase in collision speed means over 20% more kinetic energy to absorb. Achieving the survivability goal required extensive structural changes and the replacement of the 140’s double wishbone front suspension with more compact MacPherson struts. The nose also had to be stretched more than 3 inches to allow additional crush space.

6 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES The results impressed the NHTSA so much that the agency selected the Volvo 240 as its regulatory baseline and a test mule for passive-restraint development. The Volvo would later do extremely well in the NHTSA’s New Car Assessment Program (NCAP). Even in 1986, 12 years after it was developed, the 240’s crash performance in the NCAP 35 mph barrier test was superior to that of many newer cars.

The 240 and 260 obtained that performance without the VESC’s air cushion restraints. Federal regulators and safety experts began pushing for airbags in the early ‘70s. But, it would take almost 25 years of debate and legal conflicts before the restraints became mandatory on U.S.-market cars.

240/260 VS. 140/160: DIFFERENT, YET THE SAME If you parked a 1975 Volvo 244 next to an earlier 144 (particularly a 1971 or later model with a black grille), a bystander would probably tell you that the cars looked more or less the same. That also applied to the differences in their mechanical specifications: many minor variations that amounted to about the same thing.

1971 VOLVO 144

1975 VOLVO 244

7 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Aside from the new front suspension, which included a wider front track, the biggest mechanical change was a switch from worm-and-roller to rack-and-pinion steering, with or without power assistance. Volvo continued to resist the European trend to install independent rear suspension, preferring the predictability of a well-located live axle (with two trailing arms, two trailing links, and a ). However, Volvo’s Vehicle Dynamics department tinkered with the geometry, reduced spring rates both front and rear, and added a rear anti-roll bar on some models. (The anti-sway bar was replaced on some later wagons by an automatic load leveling system, another VESC feature). There were also 14-inch rims rather than 15-inch ones.

The four-speed manual gearbox with optional Laycock de Normanville J-type was a carryover, although in 1976 it was revised with shorter first and second gear ratios. A new Borg- Warner 55 three-speed automatic was optional, although early North American cars had the older Borg-Warner 35 from the 140 and 164. All 200-series models had four-wheel disc brakes, but not the VESC’s antilock braking system.

Inside, the seats were new. They were still of orthopedic design (albeit without much lateral support) and still offered an adjustable driver’s side lumbar support. There were now integral slatted headrests, and on some models, the driver’s seat had a seat heater. Vent layout and minor controls were also revised, though, like so much else, still generally familiar.

As with the 140 series, the early Volvo 240 and 260 offered three body styles: two- and four-door sedans (242/262 and 244/264) and a four-door (245/265). Equipment levels varied quite a bit from country to country. Most markets offered DL (formerly de Luxe) and plusher GL (formerly Grand Luxe) trim levels. These were joined in a few European countries by a cheaper L grade. By the late ‘70s, some markets had added a new top-level GLE (or GLI) grade, demoting the GL to second-tier status.

VOLVO ENGINE NOMENCLATURE OF THE 240 ERA During the early years of 240/260 production, Volvo used a simple 4 or 5 character alpha-numeric code to describe the engines:

- The first letter wasB for , or D for diesel fuel.

- The next two numbers represented the displacement of the engine in deciliters.

- The fourth character indicated both the market the engine was intended for, and some mechanical features of the engine:

- A = Naturally aspirated, with a single , and generally for the European market.

- B = A high compression dual carb engine for the European market.

8 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES - E = A high compression engine featuring mechanical , and without a catalytic converter. For the European market.

- F = A low compression engine featuring electronic fuel inject and a catalytic converter. Initially, F meant “federalized” for the North American market. After Europe increased its emission standards, F also indicated engines for the European market.

- T = The fifth character location indicates a turbocharged engine.

So, knowing the nomenclature, one can understand that a B21ET is a gasoline powered 2.1L turbocharged engine for the European market.

In later years, the engine code added a character directly after the displacement indicators:

- 0 - Indicated a SOHC engine with 2 valves per cylinder.

- 4 - Indicated a DOHC engine with 4 valves per cylinder.

Additionally, letter codes for the 5 and 6th character were developed to describe engines that were developed to meet particular emissions standards, or to describe particular modifications. For example, a B230FX was a gasoline powered 2.3L SOHC low compression engine that had the distributor relocated for engine compartment packaging.

FOUR-CYLINDER ENGINES: OLD AND NEW In Europe, early low-line Volvo 240s retained the familiar B20 pushrod engine, making 81hp in single- carburetor B20A form and 96hp in high-compression/dual-carb B20B dress. On top-spec GL models, the injected B20E and B20F engines were replaced with a new overhead cam four, the B21E.

The B21 engine was new in the same sense as the 240 itself. The aluminum OHC head was new, but the iron block was based on the B20’s, bored out to 2,127cc and trading the pushrod engine’s camshaft for an intermediate shaft that drove the distributor and other ancillaries. To allow the taller head to clear the , the entire engine was tilted to the right about 20 degrees. In initial B21E form, with Bosch K- injection and capacitive discharge (CD) ignition, it made 121hp, about the same as the old B20E.

First-year U.S. and Canadian 240s still used the de-smogged OHV B20F, now making only 94 SAE net horsepower in California and 98hp elsewhere. The early federalized B21F, which arrived for 1976, wasn’t much more powerful — with 99hp SAE in California, 102hp elsewhere — but had more low- end torque, allowing a lower axle ratio for better fuel economy.

9 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Also new for 1976 was the OHC B21A, which replaced the pushrod B20B. With a single carburetor and conventional breaker-point ignition, the European B21A made 106hp. It was never offered in the U.S., but an emissions-controlled Canadian version appeared in 1978, making 95hp SAE (later 100hp). Another European exclusive, introduced in 1977, was the 1,986cc B19A. It was an updated version of the carbureted B20A with a new aluminum head, initially making 89hp.

A noteworthy feature introduced on some 1977 U.S. engines was Bosch electronic feedback control, which Volvo called Lambda Sond. Although Bosch K-Jetronic was a purely mechanical fuel injection system, Lambda Sond provided computer-controlled air-fuel mixture adjustment based on signals from an oxygen sensor in the exhaust pipe. Primarily intended to improve catalytic converter performance, the system eventually became standard on North American Volvos. Most modern engine management systems incorporate similar feedback sensors.

THE CREATION OF THE PRV ENGINE Perhaps two years after the 164’s introduction, Volvo learned that French automakers and were collaborating on the development of a new V6 engine that both would share. In June 1971, Volvo joined Peugeot and Renault in a joint venture called Société Franco-Suédois de Moteurs- PRV, which would build the new engines at a plant in Douvrin, . The Peugeot-Renault-Volvo “PRV” engine would power the Volvo 260, the , the Renault 30, and various later cars (including the DeLorean DMC-12).

Initially displacing 2,664cc, the PRV engine was an all-aluminum, 90-degree Smoothness V6 with one overhead camshaft per bank. Each camshaft had a different profile; the resulting timing imbalance was supposed to offset the secondary wasn’t one vibration and uneven firing intervals caused by the 90-degree bank angle. of the V6’s Even so, smoothness wasn’t one of the V6’s leading attributes. leading The main attraction of the 2.7L V6, which Volvo dubbed B27, was that it was no longer than Volvo’s four-cylinder engines and actually weighed less. The attributes V6 was wider, but the 260’s new MacPherson strut suspension provided adequate clearance even with emissions control hardware. Since installing the B27 required no structural changes, the 260 could be offered in the same body styles as the 240 rather than only as a four-door like the 164. (There would also be several long- models like the 264TE , assembled out of house by Carrozzeria Bertone.)

To visually identify the 260, Volvo gave all six-cylinder cars a more ostentatious upright grille and a new hood with a raised central “power bulge.” Early six-cylinder cars also had unique light treatments: quad sealed beams for North America, big rectangular halogen headlights in Europe.

10 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES With CD ignition and K-Jetronic, the European B27E had 138hp, 10hp more than the outgoing B30E. Some markets’ early six-cylinder DL models used the cheaper single-carburetor B27A, with 123hp. Automatic was optional, but early B27E cars offered a close-ratio Getrag five-speed with “dogleg” shift pattern (not offered in North America), which was eventually replaced by the M46 four-speed with overdrive.

In the U.S. and Canada, the B27’s introduction was delayed a year by emissions certification, so Volvo kept the 164 in production for an extra year to fill the gap. Federalized arrived for 1976. The smog-controlled B27F engine made 121hp SAE in California and 127hp in the rest of the U.S. and Canada.

While other automakers continued to use the 2,664cc PRV engine well into the ‘80s, all 1980 Volvo 260 models switched to the bored-out 2,849cc version, which Volvo called B28. The catalyzed North American B28F made 130hp SAE while the unrestricted European B28E had 153hp.

THE PRV V-6: THE RAISON D’ÊTRE Introduced alongside European four-cylinder cars were new six-cylinder Volvo 260 models. The 260 replaced the 164 as the company’s luxury flagship.

VOLVO PRV ENGINE

The 164 began as a four cylinder 144 sedan, which was modified to accept a longer six cylinder engine. The front wheels were pushed forward 3.8 inches, a 2,979cc inline six (the B30) was installed, and a singular front clip with a maw-like grille and tunneled headlights were added to create the 164. The unique front end made the 164 more distinctive, a feature always useful in a . It, however, was undoubtedly a production headache, especially with the additional hassles of crash- testing two front ends rather than one. Minimizing the structural differences between four- and six- cylinder cars therefore became one of the goals of the 200 series. A relatively short V6 engine would help accomplish this.

11 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES THE 200 SERIES: SAFE AND SENSIBLE Although automotive critics weren’t blown away by the 200 series, the new cars were a solid commercial success for Volvo. Unless you’re a Volvo-phile, you might wonder why because they:

- Were never cheap

- Didn’t have quite the prestige of a BMW or Mercedes-Benz

- Definitely weren’t sexy; even fans nicknamed them “bricks”

Whatever sober grace the early 142 and 144 once possessed was gone, Whatever leaving an unfashionably tall and upright car that was almost narrow enough to be Japanese and about as voluptuous as a Soviet apartment building. sober grace Charitable observers might favorably compare the Volvos’ no-nonsense the early 142 styling with that of the rival Mercedes W123, but neither sold on lust. and 144 once Early 200-series Volvos weren’t very sporty either, in part because they were heavier than their predecessors. U.S. cars were particularly sleepy, possessed as were European models with the less-powerful engines. In the handling department, the suspension changes and wider front track made body was gone roll less precarious than before, but the Volvos’ high center of gravity (a consequence of the tall greenhouse) and modest tires didn’t encourage brisk cornering. On cars without power assistance, steering was also rather heavy.

Safety, of course, was the big attraction: The Volvo 240 and 260 were rationally sized cars that offered reassuring structural integrity and collision protection to rival full-size American station wagons.

Another important virtue was corrosion resistance. Volvo’s elaborate anti-corrosion measures bordered on heroic. This was a welcomed feature in harsh American, Canadian, or Scandinavian winters that chewed up and spat out many contemporary American, Japanese and Italian cars.

Mostly, the 200-series cars were sturdy, practical, sensible family sedans and wagons. They offered fine assembly quality, superb seats, excellent visibility, a surprisingly small turning radius (only 32.2 feet), decent fuel economy, and powerful heaters. The pricier GL (and GLE) models were also well- equipped and plushly trimmed. The Volvos’ impressive solidity didn’t mean flawless mechanical reliability, particularly with the trouble-prone V6, but they felt like cars worth keeping.

TOUCHING UP A BRICK Early 200-series Volvos, including the coupe, received several styling changes, not all of which appeared in all markets.

12 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES For 1978, Volvo applied the 260’s front end treatment and bulged hood to all North American 244s and 245s. Such styling “trickle down” was a common Detroit trick, but it was a questionable merchandising decision because it eliminated much of the visual distinction between four- and six- cylinder models. In partial compensation, U.S. and Canadian 260s got new quad rectangular sealed beams while four-cylinder cars used the earlier round lights.

Volvo did not make the same changes to European 240s, which retained the earlier flat grille and hood. However, for 1979, European 240s did get new headlights. Low-line models got square halogen headlights while GLs and GLEs adopted the large rectangular ones from the European 260.

All 1979 Volvo 240s and 260s got new rear-end styling, which eliminated the previous tail cove in favor of a reshaped decklid and wraparound tail lights. The changes gave the trunk a lower liftover height while increasing the chances of a casual observer mistaking the Volvo for a Mercedes W123, at least from the rear.

Another odd North American marketing choice followed in 1980, when Volvo inexplicably dropped the 240 and 260 designations, leaving only the trim level (e.g., DL, GL). U.S. and Canadian six-cylinder sedans and wagons were now badged GLE. As a further blow to the six-cylinder cars, the four- cylinder GL gained the GLE’s rectangular quad headlights for 1980 and the DL got them for 1981. None of these changes applied to markets outside North America.

13 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Part THE SPORTING 2 BRICKS

Although Volvo’s core audience was family car buyers, the company was very concerned about allowing its image to become too staid, something that tends to make younger customers shy away. Volvo made several attempts to spice up the 200-series’ wholesome, professorial reputation, albeit with mixed results.

THE 1978–1981 VOLVO 262C COUPE European buyers generally preferred sedans. But for Americans, the ‘70s were the heyday of personal luxury coupes, which had largely superseded the muscle car as the image-conscious choice for a hedonistic decade. Flamboyant style was not the Volvo way, but a fancier coupe version of the 200 series seemed like a useful image-builder.

To address the North American market, Volvo produced a two door sedan, dubbed the 262. It had the same tall greenhouse as the 260, and was visually very similar other than the doors. This styling formula did not work, and the 262 sedan was only offered from ‘75-’77. But a new or extensively modified body shell wasn’t in the budget. Instead, Volvo styling director Jan Wilsgaard (who had designed the 200-series) attempted to jazz up the 262 with a new, more rakish roofline with broad “formal” sail panels and a vinyl top. A more indulgent interior treatment included wood veneer on the doors, plusher carpets, and fancier leather upholstery.

Like the limited-production 264TE limousine, the coupe — dubbed Volvo 262C — was assembled in Turin by Carrozzeria Bertone. Building the 262C in added some extra glamour and avoided tying up the assembly lines in Gothenburg with a low-production model. But is also led to the misconception that Bertone was responsible for the design as well as the execution.

The 262C, which replaced the 262 sedan for the 1978 model year, was by far the oddest 200-series model. Its appearance was certainly unmistakable, but if anything, it looked even more brick-like than the sedan. Comfort also suffered in the transformation. While the seats were lowered in an effort to preserve headroom, the combination of low-slung roof and upright seating position was a recipe for claustrophobia. Worse, the softer leather and obtrusive trim straps spoiled the coupe’s firm orthopedic seats.

14 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES 1978 VOLVO 262C

Sold only in fully equipped form and initially only in Mystic Silver metallic with a black vinyl roof, the Volvo 262C was significantly more expensive than other 260s, with U.S. prices starting at around $15,000 in 1978. By 1981, the coupe, now called simply “Bertone Coupe,” listed for more than $18,000 in the U.S. — around $5,000 more than the six-cylinder GLE sedan.

Judging the coupe’s success is tough because Volvo deliberately limited production — officially for greater exclusivity, but probably also because there were limits to Bertone’s capacity. The 262C did outsell the 262 sedan, but total coupe production was only 6,622, about 30% of them the final 1981 version. There were few laments when the coupe didn’t return for 1982.

THE 242GT AND GLT A more successful effort to diversify Volvo’s image was the performance-oriented GT, later known as GLT.

For some years, Volvo had maintained a Competition Services department, selling performance components for enthusiast owners, amateur racers, and police users. The logical next step was to offer some of those parts on a regular production model.

The initial result was the 1978 242GT, a two-door sedan dressed up with:

- Mystic Silver paint

- Black rather than chrome window trim and mirrors

- Garish reddish-orange and black stripes

- A front spoiler

- Alloy wheels

- A unique body-color grille with inset fog lamps

15 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Colored stripes also decorated the black interior, which included front sport seats with more prominent side bolsters. A retuned suspension with bigger anti-roll bars and rear gas shocks gave tighter body control while wider 185/70HR14 Pirellis provided more grip. (Some of the suspension changes were applied to all Volvo sedans and wagons for 1979, at which point the GT suspension was beefed up a little further.) The 242GT also got the 264’s vented front discs.

Engines for the 242GT varied by market:

- North American GT buyers had to make do with the same B21F engine as other 240s.

- European buyers were treated to a new 2,316cc B23E police engine, a bored-out B21E with either 138 or 134hp.

Cars with the B23E could reach 60 mph in about 10 seconds and top 110 mph, making them the fastest production Volvos of their era. The B23E was never offered in the U.S., but an emissions- controlled version was available on some early ‘80s Canadian models, making 115hp SAE.

1981 VOLVO 242GLT

Less gaudy but similarly equipped GLT models, offered in four-door and wagon form rather than just as two-door sedans, began arriving in Europe for 1980 and replaced the GT in North America for 1981. Also added for 1981 was another sporty engine option, this one even available in the U.S.: the Volvo Turbo.

VOLVO 240 TURBO In the early ‘80s, turbocharging became a popular means of increasing power without making engines too big and thirsty for Europe and or running afoul of U.S. emissions standards. Another advantage was that turbocharging didn’t require development of a completely new engine.

16 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES For 1981, Volvo made some judicious modifications to the sturdy injected B21 engine that included:

- A lower compression ratio

- Hardened valve seats

- Sodium-filled exhaust valves

- An external oil cooler

They also added a single Garrett AiResearch TB03 . The pressurized engine retained the K-Jetronic mechanical injection system (with Lambda Sond feedback control on North American engines), but used a modified B28 metering unit for additional fuel flow.

Again, engines for the 240 Turbo varied by market.

- U.S. and Canadian cars used a turbocharged B21FT engine rated at 127hp SAE (raised to 13hp in 1984), 20hp more than the normally aspirated B21F.

- The European B21ET, which lacked the B21FT’s catalytic converter and had more boost, was rated at 153hp.

- A few markets, like Italy, got a slightly less powerful B19ET engine, which was similar to the B21ET, but used the smaller bore of the B19A engine for a displacement of 1,986cc.

Availability of the turbocharged engine varied considerably by country. Some markets didn’t get it at all. Others offered the B21ET as an option. For example:

- In Sweden, you could order a GLT with the B21ET, the B23E, or the B28E V6.

- In North America, Volvo made the turbo optional for the 1981–82 GLT, added a separate Turbo model for 1983, and then dropped the normally aspirated GLT for 1984.

In any case, the turbocharged engine was mated with the GT/GLT suspension and performance- oriented 195/60HR15 Pirelli P6 tires on wider alloy wheels. The turbo could also be ordered on 245 wagons as well as sedans — in fact, by the end of the line, some markets offered the turbo only on wagons.

With about the same power as the European B23E, U.S.-spec turbocharged 240s offered similar performance and strong passing response. European cars were about a second quicker to 60 mph and could reach almost 120 mph. None was a muscle car, but they now had the performance to match other upper-middle-class European sedans, including the more expensive Saab 900 Turbo and Audi 200 (a.k.a. 5000 Turbo).

17 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES North American Turbos got a shot in the arm in 1984 with the addition of an air-to-air and a revised wastegate actuator allowing more boost. North The intercooler was standardized during the 1984 model year, giving 162hp SAE and performance in line with the non-intercooled European B21ET. American Since Volvo also offered the intercooler in kit form, some owners added it to earlier turbocharged cars, including European models that did not offer it as Turbos got a factory option. a shot in the arm in GROUP A TURBO 1984 with The 240 Turbo also factored into the third and most ambitious stage of Volvo’s image-building plan: going racing. the addition In early 1982, Volvo completed the Fédération International du Sport of an air-to-air Automobile (FISA) homologation process necessary for the 240 Turbo to compete in rallies and races using FISA Group A rules. The 240 Turbo intercooler competed in rallycross events and a one-marque Volvo Turbo Cup series in 1982. But the real publicity was in touring car competition, the European and a revised equivalent of stock car racing. wastegate With its cinderblock shape, the 240 seemed an unlikely race car. Yet the actuator turbocharged B21ET, which FISA treated as 2,978cc for classification purposes, could be modified for a lot more power. This allowed the Volvo to allowing more run with less weight than the 3.5L Rover 3500 and BMW 635 CSi or the 5.3L Jaguar XJ-S. Those would be strong competitive advantages. boost.

Three private teams ran 240 Turbos in the 1983 European Touring Car Championship (ETCC) series, doing well enough to persuade Volvo to take a more active role in race preparation for 1984. In 1983, Volvo built 500 240 Turbo Evolution cars for the 1984 season. In this effort, Volvo homologated a bigger turbocharger and an electronically controlled water injection system allowing more boost and more power.

18 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES 1983 VOLVO FISA REGISTRATION

For 1985, the Volvo Motorsport Division directly financed two touring car teams: Switzerland’s Eggenberger Motorsport and Sweden’s Magnum Racing. By then, Volvo had homologated an assortment of heavy-duty components, and the well-developed water-injected B21ET could produce more than 330hp. That was enough for the Eggenberger team racing under the “Volvo Dealer Team Europe” banner to claim six outright ETCC victories and Eggenberger drivers Thomas Lindström and Gianfranco Brancatelli to claim the 1985 championship. Volvo 240 Turbos also won the 1985 German Touring Car Championship and several other touring car series.

Volvo pulled out after the 240 failed to repeat its triumph in the 1986 ETCC series. The civilian 240 Turbo was dead by then, having disappeared during the 1985 model year in favor of the newer Volvo 740/760 Turbo. However, 240s continued to compete in other racing series through the 1988 season.

19 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Part THE MATURE 3 CINDERBLOCK POWERTRAIN SHUFFLE Even discounting the Turbo, the Volvo 200 series received a confusing array of engine and powertrain changes between 1979 and 1985. Several factors led to this situation, but the predominant drivers were emission standards and Corporate Average Fuel Economy (CAFE) standards.

1979 - Added the hotshot B23E engine for the European market

- Two diesel engines were added to the European 240, probably aimed at the rival Mercedes-Benz 200D and 240D. Both were normally aspirated and both were purchased from Volkswagen AG.

- The D20 was a 1,986cc inline-five, shared with some contemporary Audis. It was rated at only 70 PS DIN (69 hp).

- The D24 added an extra cylinder for a displacement of 2,383cc. This bumped its rating to 81hp.

- The D24 was added to Volvo’s North American lineup, rated at 78hp SAE. It disappeared in 1985 as oil prices fell.

- In Europe, where diesels were much more popular, the six-cylinder D24 was available through about 1990.

1981 - A de-tuned “MPG” engine was offered as an economy option.

1982 - The MPG engine temporarily replaced the standard B21F on many 1982s, perhaps to offset the thirstier GLT Turbo for U.S. Corporate Average Fuel Economy (CAFE) calculations.

20 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES - Some B21F engines also traded the mechanical K-Jetronic system, which needed more and more add-ons to cope with the demands of emissions compliance, for Bosch LH-Jetronic electronic injection.

- Some European markets added a carbureted B23A engine, positioned between the B21A and the injected B21E. Making 110hp, the B23A gave European 240s a total of seven four-cylinder engine choices, although any given market generally offered no more than four or five of these.

1983 - U.S. cars finally got a federalized version of the injected B23 engine. Called B23F, the 2,316cc engine had LH-Jetronic and computerized spark control with a block-mounted knock sensor, allowing a higher compression ratio that increased power to 107hp for 1983 and 113–114hp for 1984.

- The unreliable PRV V6, which had been expanded to 2,849cc in 1980, was dropped from 200-series sedans to avoid competition with the new Volvo 760. In North America, the six- cylinder GLE wagon expired at the same time, but the five-door 260 survived in some European markets until the introduction of the 760 wagon in 1985.

1984 - In 1984, the pushrod B19A engine offered in some countries was replaced with the OHC B19K, a small-bore version of the B21A shared with the smaller, Dutch-built Volvo 360.

1985 For 1985, Volvo consolidated this cumbersome array of engines while making extensive changes to the OHC four to improve fuel economy and smoothness:

- A 1,986cc carbureted version with 100hp, the B200K, replaced the carbureted B19K and B21A on cheaper European 240s. The carbureted 2,316cc B230A, with 109hp, replaced the B23A.

- In Europe, the injected B21E and B23E engines were also superseded by the B230E, which had K-Jetronic and either 127 or 129hp.

- North American cars got the catalyzed B230F, with LH-Jetronic and 114hp SAE.

The four-speed gearbox (usually though not always with overdrive) was standard on many 200-series models well into the ‘80s. An M47 five-speed transmission with an overdrive fifth gear became available on some European 240s in 1984. The M47, added to U.S. 240s in 1987, gradually replaced the M46 four-speed-plus-overdrive transmission. Beginning in 1982, most automatic Volvos switched to the new four-speed Aisin-Warner 71 transmission, which also had an overdrive top gear.

21 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES THE RATIONAL CAR RATIONALIZES Early European 200-series Volvos shared the North American models’ bulky 5 mph bumpers (albeit without their hydraulic hardware). The big bumpers were the source of various unflattering nicknames, so after U.S. standards became even more stringent for 1980, Volvo decided enough was enough. For 1981, European 240s and 260s received smaller, lighter 2.5 mph bumpers, trimming overall length by about 4 inches.

Outside North America, the new bumpers were accompanied by:

- A minor facelift that included shorter rectangular composite headlights for all models

- A new grille (still flat) for four-cylinder cars

- New front fenders with reshaped front marker lights

- New taillights for wagons

North American models received:

- The new wagon taillights

- The European cars’ black side window frames and outside mirrors

VOLVO 240GLE WAGON

22 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Neither the European cars’ bumpers nor the headlights were yet legal in the U.S. (All markets did get the 1981 interior makeover, which included a new dashboard, instrument panel, minor controls, and center console.)

In spring 1982, the Reagan administration relaxed U.S. bumper standards. Volvo responded by replacing the bumpers on all 1983 U.S. (but not Canadian) models with the shorter 2.5 mph European units. Volvo was not alone in this — only a few automakers did not de-rate the bumpers of their 1983 U.S. models — but it was an impolitic move for a company whose brand image so hinged on safety and security.

Although the rationale for 5 mph bumpers had been to reduce body damage, not improve collision safety, the lowered standard outraged American consumer groups and the Insurance Institute for Highway Safety, which lobbied for a return to the toughed 1980–82 rules. The NHTSA didn’t budge, but Volvo agreed to voluntarily restore the 5 mph bumpers on 1985 U.S.-market 700-series cars and 1986 240s.

Other regulatory changes finally made it possible to install the European composite headlights on North American cars, so Volvo took the opportunity to rationalize the North American and European 240 bodies. For the 1986 model year, U.S. and Canadian 240s got the 1981 European front fenders along with the rectangular halogen , upright grille, and bulged hood European cars had adopted for 1983.

As a result, all 240s now looked largely identical, although North American models — once again badged 240 rather than just DL or GL — had slightly longer bumpers that met the 1979 U.S. 5mph standards.

THE VENERABLE VOLVO The Volvo 240 was now more than 10 years old and looked it. Its aerodynamics, which had been about average for the ‘70s, now seemed antiquated and its styling willfully out of touch. By ‘80s standards, ride and handling were nothing special either. The Volvo’s sheer structural integrity was some compensation, but the live-axle chassis lacked the poise and agility of newer competitors with less unsprung weight.

If you wanted a faster Volvo, you now had to choose another model, but the 240’s performance was still sufficient for workaday chores. The normally aspirated B230 engines weren’t especially powerful, nor were they as slick as newer Japanese fours with balance shafts. Ample low-end torque (136 lb-ft SAE for the B230F, 138–143 lb-ft for the carbureted B230A), however, allowed the 240 to reach 60 mph in around 12 seconds with automatic, perhaps a second quicker with . European cars with the smaller B200K engine were probably in the 13-second range, comparable to ‘70s North American cars.

23 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Nevertheless, the 240 still had all the same virtues that had carried it through the ‘70s and it was cannily priced. Although expensive compared A Volvo 240 to most contemporary family cars, it was cheaper than German luxury sedans like the BMW 5-Series and had fewer status-seeker connotations. A sedan or Volvo 240 sedan or wagon was an appealing choice for affluent middle-class buyers who wanted to demonstrate that they were above the materialistic wagon was yuppie fray. an appealing Those factors kept the 240 selling surprisingly well long after auto industry choice for conventional wisdom would otherwise have pronounced it dead. Rumors suggested that Volvo would soon replace the 200 series with the more affluent modern 700 series or the smaller, FWD 400 series, introduced in Europe in 1986. However, sales that still averaged more than 100,000 units a year middle-class earned the 240 an extended stay of execution. buyers who wanted to TWILIGHT OF THE 240 Most of the changes the Volvo 240 received during the last six years or so of demonstrate its life were engine or equipment-related. that they More stringent European emissions standards led to the addition of were American-style smog controls and eventually the demise of the 240’s carbureted engines. Emissions standards varied from market to market, above the leading to a wide variety of engines being produced to satisfy the standards: materialistic - Most late European 240s used catalyzed B230F engines, with about the same output as North American cars. (The less sophisticated but more yuppie fray. powerful B230E was long gone.)

- A few markets still offered the smaller 1,986cc engine, now usually in catalyzed, injected B200F form with 110hp.

- Some 1992–93 models got the hotter 2.3L B230FX, which had 134hp.

- The U.S. and Canadian B230F remained at 114hp SAE, but was progressively updated with more sophisticated engine management systems.

Volvo fitted late 240 models with a lot of the luxury features previously limited to the more expensive GL and GLE. was eventually standardized and all U.S. cars from 1986 on had air conditioning. Towards the end, there were the inevitable special editions, including the Classic, with wood trim interior trim and fancier alloy wheels.

24 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES Ironically, the 240 only got an airbag and ABS toward the very end of its life, years after many European rivals. (Both features had appeared on the 700 series in 1987.) A driver’s-side airbag and knee bolster became standard on U.S. 240s in 1990 to meet federal passive restraint requirements; the airbag was available but not standard in Europe. The 240’s 1981-vintage dashboard could not easily accommodate a passenger-side airbag, which was never offered on the 240, nor was the older car compatible with the side airbags Volvo was developing for the new 850.

ABS arrived as a 240 option for 1991 and became standard on U.S. cars in 1992. The feature was overdue — the VESC had antilock brakes back in 1972 — but the three-sensor system required the deletion of Volvo’s vaunted triangle-split braking system, so it was two steps forward, one back.

The 240 actually outlived the newer 700 series and survived for almost a year after the debut of its own successor, the front-wheel-drive 850 GLT. Volvo kept building 240s until after both the 850 sedan and wagon were on sale, but production finally ended in May 1993. In all, Volvo built 2,685,171 four-cylinder 240s (35.7% of them wagons) along with 177,402 260s.

In an auto industry that often trades on sex appeal, snobbishness, and planned obsolescence, cars as stubbornly sensible as the Volvo 240 are rare enough to seem almost defiant. With the 200 series, Volvo embraced almost every characteristic automotive pundits said would never sell, but the overall results were anything but a failure. Indeed, the greatest lasting drawback of the 200-series cars was how high they set the bar for future Volvos.

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28 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES • Volvo Concessionaires Ltd. “Could 1981 be the year they stop calling the Volvo names?” [British 200 Series advertisement.] Motor 25 October 1980: 10–11. • ——. “Created in Sweden with all the car in the world: The New Volvo 144.” [British advertisement.] Motor 8 April 1967: 73. • ——. “Who cares about rubber-cushioned bumpers? New Volvo 144.” [British advertisement.] Autocar 30 Nov. 1967: 9. • “Volvo GLT.” Road & Track Buyer’s Guide 1984. Reprinted in Road & Track on Volvo 1974–1985. Cobham, England: Brooklands Books Ltd. 1985: 74. • “Volvo GLT Turbo.” Road & Track Vol. 32, No. 9 (May 1982). Reprinted in Road & Track on Volvo 1974–1985. Cobham, England: Brooklands Books Ltd. 1985: 60–62. • “Volvo 145S.” Car and Driver Vol. 13, No. 12 (June 1968): 66–68, 102. • “Volvo 144S.” Car and Driver Vol. 12, No. 10 (April 1967): 30–32, 82, 84. • “Volvo 142E.” Car and Driver Vol. 16, No. 12 (June 1971) : 72–74, 80. • “Volvo 164.” Car and Driver Vol. 15, No. 1 (July 1969): 41–45. • “Volvo 740 Turbo.” Road & Track Vol. 36, No. 10 (June 1985): 54–57. • “Volvo 240 & 260 brochures.” Volvo tips. www.volvotips.com/ index.php/240-260/volvo-240-260-brochures/. • “Volvo 242DL.” Road & Track Vol. 27, No. 8 (April 1976): 38–39. • “Volvo 242GL.” Road & Track Vol. 26, No. 11 (July 1975). Reprinted in Road & Track on Volvo 1974–1985. Cobham, England: Brooklands Books Ltd. 1985: 9–12. • “Volvo 242GT.” Road & Track Vol. 29, No. 7 (March 1978): 50–51. • “Volvo 265DL.” Road & Track Vol. 27, No. 8 (April 1976): 33–36. • “Volvo 262C.” Road & Track Vol. 29, No. 12 (Aug. 1978): 44–47. • Volvo of America Corporation. “At Last, an Irrational Reason to Buy a Volvo.” [GLT advertisement.] 1981. • ——. “Behind Volvo’s New Front End You’ll Actually Find a New Front End.” [264 advertisement.] 1976. • ——. “For People Who Actually Believe a Car’s Price Should Bear Some Relationship to Its Worth.” [Volvo GL advertisement.] 1981. • ——. “Introducing the Evolutionary New 1975 Volvo.” [244 advertisement.] 1974. • ——. “1988 Volvo.” [U.S. brochure.] DM&P-06-0887-550.0 August 1987. • ——. “Volvo.” [U.S. brochure.] ASP-01-0979-400. Sep. 1979. • ——. “Volvo.” [U.S. brochure.] ASP 01-1080-350. Oct. 1980. • ——. “Volvo” [U.S. brochure.] ASP-01-0981-275. Sep. 1981. • ——. “Volvo.” [U.S. brochure.] ASP 02-0183-245.5. Jan. 1983. • ——. “Volvo.” [U.S. brochure.] ASP-02-0185-425. Jan. 1985. • ——. “Volvo Sedans: 240/260 Series.” [U.S. brochure.] ASP/PV 6560-79. 1979. • Wan, Mark. “Volvo 140 / 240 series (1966).” AutoZine.org. N.d. www.autozine.org/Archive/Volvo/classic/240.html.

29 AN UNOFFICIAL HISTORY OF THE 1975-1993 VOLVO 240/260 SERIES