Volvo 200 Series

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Volvo 200
1993 Volvo 240 Polar Estate
Manufacturer Volvo Cars
Production 1974–1993
Predecessor Volvo 140
Volvo 164
Successor Intended: Volvo 700 series
Actual:Volvo 850
Class Large Family Car
Body style 2-door sedan
2-door coupé
4-door sedan
5-door estate
Engine B20
B21
B23
PRV engine
2.5 litre inline 6 diesel
2.0 inline 5 diesel
Transmission 4-speed manual
4-speed manual with electrical overdrive
5-speed manual
3-speed automatic
4-speed automatic
Length 4800 mm
Width 1720 mm
Similar BMW 3-Series
Mercedes-Benz W201
Audi 80
Saab 900
European-market 1977 Volvo 244 GL with aftermarket wheel covers
European-market 1977 Volvo 244 GL with aftermarket wheel covers
Volvo 245 with North American-market 1976-1980 quad round sealed beam headlamp configuration
Volvo 245 with North American-market 1976-1980 quad round sealed beam headlamp configuration
US Volvo 240 GLE sedan with North American-market 1980-1985 quad rectangular sealed beam headlamp configuration
US Volvo 240 GLE sedan with North American-market 1980-1985 quad rectangular sealed beam headlamp configuration
US Volvo 240DL sedan
US Volvo 240DL sedan

The Volvo 200 series is a range of mid-size cars produced by Volvo from 1974 to 1993. The 200 series replaced the Volvo 140 and 164.

The 200 series was to have been replaced by the Volvo 700 series [1], which was introduced in 1982, but Volvo 240s, having earned a strong reputation for reliability, were extremely popular with consumers and only the 260 was replaced. The 700 series cars instead sold alongside the 240s for another decade. Ironically the 700 series was eventually itself replaced a year before the 240, in 1992. During their 19-year-run, over 2.8 million 240s and 260s were sold worldwide.

The Volvo 240 was and is Volvo's best-selling car and, from 1975 until 1982, the only Volvo imported to the United States automobile market. During those years in European markets, its companion was the smaller Volvo 66/300 series.

Volvo 240s are still popular as used cars to this day, retaining a reputation for safety and reliability [2] [3].

Contents

[edit] Perception

For many years, the 240 was one of the safest cars in the world. Many of the design elements carried over from the Volvo VESC, including crumple zones and three-point seat belts. These features allowed the Volvo 240 to have the lowest driver death rate between 1990 and 1993. The Insurance Institute for Highway Safety listed the model as having 0.1 driver deaths per 10,000 registered vehicles during that time period. [4]

In addition to the numerous safety features, the car's brick-like styling and sturdiness helped create the stereotype of the 200 series as boxy and ponderous, but extremely safe.

[edit] 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, 244DL, 244GL, 245L and 245DL) and two variations of the 260 Series (264DL and 264GL).

At a glance, the 240 and 260 Series looked very much like the earlier 140 and 164 Series, but while they used many of the same components, and were largely the same from the passenger compartment back, they also incorporated many of the improvements used in the Volvo Experimental Safety Car 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. The 200 Series had McPherson 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.

The main changes were made to the engine. The 1974 240 series retained the B20A 4-cylinder engine from the 140 Series, with the new B21A engine available as an option on the 240 DL models. The new B21 engine was a 2127cc, 4-cylinder unit, which had a cast iron block, a five-bearing crankshaft, and a belt-driven overhead camshaft. This engine produced 97bhp for the B21A carburettor 242DL, 244DL and 245DL, and 123bhp for the B21E fuel-injected 244GL.

The 264 models had a completely new V6 B27E engine. This engine (which was called the Douvrin engine) was developed jointly by Peugeot, Renault and Volvo (hence the nickname "PRV"). The B27E engine had a capacity of 2664cc, and which was fitted with an aluminium alloy block and wet cylinder liners. This engine produced 140bhp for both the 264DL and 264GL. All models were available with a choice between 4-speed manual gearbox, with a 3-speed automatic gearbox being available as an option on all models. Overdrive was also optional on the manual 244GL, while a 5-speed manual gearbox was optional on the 264GL.

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. Even the dashboard was the same as that fitted to the 1973-74 140 and 160 series. In true Volvo style, the 200-series offered high levels of comfort and safety protection features.

In the autumn of 1975 (for the 1976 model year), the 265 DL estate became available alongside the existing range, and this was the very first Volvo estate to be powered by a six-cylinder engine (unless one counts the single "165" that Volvo is said to have made for designer Jan Wilsgaard). Around this time, the existing 200 Series underwent some technical changes. The B20A engine was dropped from the range because of emission regulations (though for some reason the 242L made do with this engine until the 1977 model year in some markets). The B21A engine (which was now standardised in the 242DL, 244DL, 245L and 245DL models) received a new camshaft, which increased the output from 93 to 100bhp. The two-door 262 DL and GL sedans, the 264DL saloon and the new 265DL estate now had the new V6 B27A engine. This engine was almost identical to the fuel-injected V6 B27E engine except it had an SU carburettor instead of fuel injection, and therefore it produced a lower output of 125bhp. The choice of gearbox was also greatly improved, with overdrive now available as an option in all manual models, with the exception of the entry-level 242L and 245L. As before, the 3-speed automatic gearbox was optional in every model.

The first models to reach the US shores were 1975 models equipped with the old pushrod B20F engine, with the new OHC B21F motor making its way onto American shores for the 1976 model year. A fuel-injected variant of the V6, the B27F, was introduced to the US in the 1977 260 series.

As is usual for Volvo, incremental improvements were made almost every year of the production run. One of the major improvements was the introduction of the oxygen sensor in 1977 (1978 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. Some models (notably the 242 and 240) could get up to 23 miles per gallon.

About one-third of all 240s sold were station wagons, which featured very large loadspaces. 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.

The last ever 200 produced was a station-wagon that was placed in the Volvo World Museum.

[edit] Engines

The 200 series was offered with three families of motors. The first, dubbed the red block, is a family of Volvo designed four cylinder motors. The 200 series saw both overhead valve and overhead cam versions of the red block motors which upheld Volvo's reputation of building rugged and reliable motors. A more detailed account of the red block motors can be found under the Volvo B20 engine and Volvo B21 engine articles. The second family, dubbed the PRV, is a family of V6 motors developed in a partnership with Peugeot, Renault, and Volvo. The third, the family of diesel motors, were simply unchanged Volkswagen designs.

[edit] 6-cylinder PRV

The B27 was a 90 degree V6 produced by Peugeot, Renault, and Volvo in collaboration and is often referred to as the "PRV." This engine was unusual at the time, being comprised of many small parts in a modular design (as opposed to a monolithic engine block and head) much like modern engines. Volvo increased the displacement to 2.8 liters in 1980 with the introduction of the B28F and B28E engines, which was prone to premature camshaft wear, lasting approximately a mere 120,000 miles. Camshaft failure can often be delayed with regular valve adjustments and synthetic oil. Volvo continued to use the B28 V6 in their new 760 model. DeLorean Motor Company went on to use the PRV B28F in their famous DMC-12 vehicles. A dubious reputation and bad fuel economy saw the V6 models being dropped from the lineup in 1983. The updated B280 engine used in the final years of the 760 and 780 models did not suffer from the same premature camshaft wear.

[edit] Diesel VW

In 1979 Volvo introduced a diesel engine that was purchased from Volkswagen, and is similar in design to that used in diesel Volkswagen and Audi vehicles at the time. These engines were all liquid cooled pre-combustion chamber diesel engines with non-sleeved iron blocks and aluminum heads. A Bosch mechanical injection system was utilized, but requires constant electrical input so that the fuel can be cut off when the ignition key is removed. A 2.4 liter inline 6 (the D24) and a 2.0 liter inline 5 (the D20) were available producing 82 hp and 68 hp (61 and 51 kW) respectively. A turbocharged diesel was never sold in the 200 series volvo. These engines have earned a bad reputation for longevity, but have been shown to last a very long time if run on 5W30 synthetic oil (Volvo recommended 15W40 non-synthetic) with regular timing belt changes.

[edit] Badges

[edit] 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.

  • 1975-1979: trim level letters preceded by three digits (in the format 2XY, where X usually represented the number of cylinders and Y represented the doors: 2 for coupés, 4 for sedans, 5 for station wagons)
  • 1981-1985: trim level letters (the three digits were omitted)
  • 1986-1993: 240 followed by trim level letters (third digit no longer reflected body style), although it is reflected in the engine compartment label.

Note: A small number of 4-cylinder 260s were produced. Additionally, diesel 240s exist, despite having 6-cylinder engines.

[edit] Trim Levels

Throughout the 200-series' production, different levels of luxury were available for purchase. Each Volvo had a specific trim level designation, with L being the least expensive and GLT usually indicating the most 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 and represented the following:

  • L: Luxe
  • DL: De Luxe
  • GL: Grand Luxe
  • GLE: Grand Luxe Executive
  • GLT: Grand Luxe Touring
  • GT: Grand Touring

(For example, a 1979 Grand Touring 200-series Volvo would be badged a 242 GT, meaning it is a 200-series car with a 4-cylinder engine, two doors, and GT trim.)

[edit] Special Trim Levels

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

  • Transport (lengthened version of wagon; contained extra seats)
  • Polar (1991)
  • Super Polar
  • SE: Special Equipment (1992)
  • Classic (1993; last 1600 200-series Volvos produced)

[edit] 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:

  • Turbo
  • Diesel

[edit] 200 Series Specifications

  • Produced 1974–93
  • Production volume: 2,862,053
  • Body style: 4-door sedan, 2-door sedan (1974-1984), 5-door station wagon, 3-door hearse
  • Engine: 4-cylinder inline OHV, 4-cylinder inline OHC, 4-cylinder inline OHC turbo, 4-cylinder inline OHC intercooled turbo, V6 OHC, 5-cylinder inline OHC diesel, 6-cylinder inline OHC diesel. (see the engine section for more detail)
  • Transmission: 4-speed manual, 4-speed manual with electrical overdrive, 5-speed manual, or 3 or 4 speed automatic without lockup torque converter.
  • Brakes: Hydraulic, disc brakes on all four wheels.
    • Front: four opposed piston calipers with either solid or (later) vented rotors
    • Rear: twin piston calipers utilizing solid rotors and integral parking brake drums.
  • Standard Safety features
  • Dimensions:
    • Wheelbase: 264 cm/104 in
    • Length:
      • 1975–1980: 490 cm/193 in
      • 1981–1993: 479 cm/189 in
  • Weight: 2,840 lb (1,290 kg) (1989 US spec 240, fully fueled, no driver)

[edit] Market Differences

[edit] European Market

[edit] North American Market

[edit] Special editions

  • 244 DLS (1977-78): Export model to the former German Democratic Republic with 264 grille. Total amount exported approx. 1000.
  • 264 Top Executive (1975-81): A limousine version of the 264; many now reside in Germany as they were exported to the former German Democratic Republic for use by the government (which would neither use the small Trabant or Wartburg models nor import "Western" autos like BMWs and Mercedes-Benzes). As a result, the population called Wandlitz, the preferred home town of politicians, Volvograd.
  • 262 Coupé by Bertone (1977-81): Custom body work and interior from the Italian coachbuilder. The custom body work of these two-doors consisted of a chopped roof and a more raked windshield.
  • 245 T (Transfer) (1977-early 1980s): An un-proportionately styled extended wheelbase station wagon designed to have additional rows of seats for use as taxi or rural school bus
  • 242 GT (1978-80): Sporty model with tighter suspension and a high-performance motor, although only the former made it to the US market. All US models were silver with black and red racing stripes going from the hood to the side to the trunk. Special black corduroy interior with red stripes.
  • 240 Turbo (1981-85): Replaced the GT as the sporty model, equipped with a turbocharged engine, with an intercooler from mid-84. 2-door model available 1981-1984; sedans and wagons available 1982-1985.
  • 242 Group A Homologated Turbo (1983): 500 models built to satisfy production requirements to qualify for Group-A sedan class racing in Europe; all were sold to Volvo of North America and approximately 30 were returned to Europe for racing; all of these cars had flat hoods not otherwise seen on North American 240s, as well as numerous and substantial performance and suspension upgrades ranging from larger radiators and intercoolers to water injection and large rear spoilers [5]
  • 240 SE (1991): Special alloy wheels, all-black grille and trim.
  • 240 Polar (1992): European markets only; commonly found in Italy.
  • 240 Classic (1992-93): Only 1,600 produced in April and May of 1993, half wagons and half sedans; fully equipped interior, body-matched painted grilles and side mirrors, special 14" alloy wheels, "Classic" badges on hatch/decklid, production-number plaque in dash, and special paint colors — ruby red or metallic dark teal green. There are also, however, some classics without all this equipment. Some 1992 model year classics were produced as early as 1991.
  • 240 Torslanda (1993): Very few of this special model were made. They were made primarily for use in Sweden, as they were specially equipped for surviving snow and ice in freezing winters. These cars can be identified by Torslanda badging, tinted windows, plastic exterior trim (as opposed to chrome, which will rust in snowy conditions), multi-spoke 15" alloy wheels, and full-length body striping above the rocker panels. The interior featured only the bare minimum of extras with no electric mirrors, windows, cruise control, air conditioning, airbags and no leather upholstery. Because the freezing temperatures could cause luxurious accessories to break down more often than usual, the only features were heated front seats, power steering and all the standard heating systems.

[edit] Anniversary special editions

  • 244 DL Anniversary (1977): Volvo released this model to celebrate its fiftieth anniversary. Based on the 244DL, the Anniversary Car was finished in Metallic silver with a black and gold band around the waistline. Around 50 were sold in ten different countries, taking the total number produced up to 500.
  • 240 DL Jubileum (1987): Volvo released this model to celebrate its sixtieth anniversary. Like the fiftieth anniversary edition, it was based on the 240DL series, only this time it was available as both a saloon and an estate.

[edit] 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 Goteborg, Sweden.

[edit] 240 in Motorsport

Volvo 240 Turbo at the Nürburgring 1985
Volvo 240 Turbo at the Nürburgring 1985

Volvo campaigned the 240 saloon in the European Touring car championship in the 1980's. The 240 had reasonable success securing a number of wins including the winning the ETCC, beating the Rover SD1, BMW 3-Series and Jaguar XJS-R Touring cars. At the hands of kiwi Robbie Francevic, the Volvo 240 also won the 1986 Australian Touring Car Championship and the Wellington 500km street race in New Zealand.

The car also successfully won the Guia Race in Macau consecutively in 1985 and 1986.

Because it is cheap and robust, the 240 has also become very common in folkrace competitions.

[edit] Iconic status

A squirt of oil, some water, a hammer to beat out rust, and lots of gas - that's all you need to keep a Volvo 240 going forever. --Staffan Borglund, Teknikens Värld (1999)
Live to Ride - art car project by Waltrip High School in Houston, Texas
Live to Ride - art car project by Waltrip High School in Houston, Texas

The Volvo 200-series has maintained a strong reputation for longevity, even a number of years after it went out of production. In Sweden, where it was at one time the most common car on the road, it is perceived as simple, reliable, and "built like a tank". The 600,000 cars sold in its home country carried countless numbers of people to work, shops, and soccer practice, and at least 80,000 of these automobiles are still registered for road use ten years after the car went out of production.

Abroad the 240 would become in the 1980s a frequently stereotyped and clichéd automobile— popularly being held as the preserve of large middle-class families, antique dealers (to whom the huge trunk was very useful) and those with a nervous disposition about driving (due to the car's very high levels of safety); so much so that the arrival of the Volvo 700 series in 1982 did not see the 240 go out of production, and it enjoyed production until 1993.

Shashimi Tabernacle Choir
Shashimi Tabernacle Choir

The 200 was the car that really drove home the "boxy" look for Volvo. The facelift on early cars made it look very square compared to other cars and this would stick. The nickname "brick" is commonly used for both the 200 and other Volvos as well. The aerodynamics of the car are not as bad as might be first considered, however, due to subtle but aerodynamically effective features such as curving the windshield slightly to ease the flow of air to the sides of the car.

Though out of production, the Volvo 200 series still enjoys respectable popularity as new generations of drivers come to appreciate its safety and reliability. The car is considered relatively rust-resistant, compared to the competition.

Several 200s have been sighted in the art car community, including the Shashimi Tabernacle and Green Goddess.

[edit] The Volvo Ballet

The Volvo Ballet, Ithaca, NY USA
The Volvo Ballet, Ithaca, NY USA

Ithaca, New York has an enclave of residents for whom vintage Volvos were at one time the vehicle of choice because of their durability, reliability and longevity. Even today, one can find an old Volvo in Ithaca fairly cheaply and drive it almost indefinitely. For this reason, the Volvo became a local icon. Every spring, Ithaca, NY puts on a weekend festival of music, arts and local crafts known as the Ithaca Festival. The festival begins with a parade downtown, featuring floats, dancers in costume and other unusual displays, one of which is the Volvo Ballet, a celebration of this local icon conceived in the mid-1980s by then festival music director, Heather Dunbar. In this, vintage Volvos are outfitted in makeshift tutus (see photo), and while appropriate music plays (usually Tchaikovsky’s Swan Lake), each car is driven this way and that along the parade route as if each car were a ballerina whose moves were choreographed to the music.

[edit] External links

Volvo Cars, a subsidiary of the Ford Motor Company since 1998, road car timeline, 1960s-present  v • d • e 
Type 1960s 1970s 1980s 1990s 2000s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9
Small family car 544 66
340
360
480 C30
440 / 460
S40 / V40 S40 / V50
Compact executive car Amazon / 120 / 130
140 240 850 S70 / V70 S60 / V70
Duett 740 940
Executive car 164 760 960 S/V90 S80 S80
260
Sport P1800 1800S 1800E 1800ES 242 GT 240 Turbo 850 R S/V70 R S60/V70 T5 S60/V70 R
Coupé 262C 780 C70 C70
Crossover XC90
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