Volvo 240 260 Information

3 Aug 2014 | Author: | Comments Off on Volvo 240 260 Information

Profile on the Volvo 240 and 260

By Bob Isaac

In the of 1974 the Volvo 240 and 260 Series was At a glance it looked like the 140/160 Series, but was also on the Volvo Experimental Safety a 1972 prototype experiment in car McPherson strut type was fitted to the front and the rear was a modified version of that to the 140 Series.

The brakes were modified. The main changes to the engine. Although some the 242L, retained the B20A most other versions had the new B21 engine. It had a cast iron and a 5-bearing crankshaft and a belt overhead camshaft. The engine had a of 2127cc with outputs of for the B21A carburettor version and for the B21E injection version.

The 260 had a new design engine developed by Peugeot, Renault and Volvo PRV engine) – the V6 B27E a capacity of 2664cc and giving The block was an aluminium alloy with wet cylinder liners. The new were available in six variants of the 240 and two of the The 244GL was top of the range and had the fuel engine and leather upholstery. The had a choice of leather or plush and had electric windows.

Power was standard on the 244GL and the 264. All had a choice of manual or auto-matic

The 1976 models were in the Autumn of 1975 and several had been made. A carburettor on the B27 with an SU carburettor giving an of 125hp was added to the range but used in the 264DL and the new 265DL The choice of gearbox was also throughout the range. The B21A had a new which increased the output to and the B20A engine was dropped the range because of emission

The gearboxes were improved and new gearboxes introduced. Volvo its 50th Anniversary in 1977 and a limited edition version of the the 244DL anniversary car. It was in metallic silver with and gold decorative trim and upholstery. The glove box was fitted a silver plaque with the Volvo 1927-1977.

Special badges were fitted to the sides of each wing. The 264GLE was introduced automatic gearbox, alloy and air conditioning as standard. New standards of control were introduced as it had clear that the anti-corrosion and treatments were not up to the expected and many 1975/76 models suffering severe rust

During 1977 Volvo won British awards for car safety and in the USA the 240 was to develop guidelines for US safety By now, the variants of the 240 were with different markets differing specifications of engine and trim.

In March 1977 showed off its new model at the Geneva the 262. It was aimed mainly at with exclusive tastes. The 262 was on the 264, in fact Volvo 264 ‘kits’ to Bertone of Turin who them with the modifications. The were upholstered with leather and doors had hardwood and the seats lower than models.

During 1976/77 3,239 two-door 260’s built; then in the Spring of it was redesigned the 262C. To begin they were only in metallic silver with a vinyl roof but from modifications such as an enlarged lid and wrap-around rear lights, spoiler and new design alloy were introduced. An all over gold finish was also

Production halted momentarily in the of 1980 and then restarted in of 1981 with a new front In all only 6,622 models of the were made, most to the USA and Europe. This was a car for the truly as it also featured tinted heated front seats, rear-view mirror, aerial and windows, under-bonnet and boot and power steering.

In 1978 a few modifications were introduced to the front of the car, and the seats redesigned. The 242GT model was but not in the UK. This was a ‘sporty’ two door with alloy wheels, steering, fog lamps, four plus overdrive gearbox and suspension and a rev counter. Again in some modifications were The GL’s and GLE’s had rectangular and a new grille.

The front suspension was modified stiffer shock absorbers, anti-roll bars and the caster on models with power was altered. The diesel driven D24 was powered by a Volvo-Volkswagen six cylinder with 2383cc capacity and an output of 82hp. This never made much on the UK market but was well received in and the USA. The redesigned 264GLE it a ‘luxury’ car and made it popular the wealthy and as a company car.

The top of the 240 was the 240GLE. It was fitted with the engine and a choice of three automatic or four speed overdrive gearboxes. Alloy and a front spoiler were as was power steering.

1980 saw the of the 244GLT (Grand Luxe model using the four-cylinder injection engine with or the V6 141hp engine in the saloon, the using only the V6. The V6 versions not intended for the UK market but it is reported around 200 were brought the country to test the market. The car was sporty and striking in its appearance all black body trim, spoke alloy wheels low profile tyres and leather or upholstery.

The 244GL had a new B23A giving 112hp and the B23E 136hp. The B23E was also to the GLT. A new V6 engine was also in the 264 range, the B28 giving 155hp. In the 240 Turbo was released with the engine giving 155hp. model never reached the UK because it could not be converted to hand drive because of the of the exhaust manifold.

A few have imported and conversion meant a manifold had to be made to avoid the column. The new 1981 model was released in late 1980. The had undergone many changes. The were smaller, lights redesigned, and a redesigned front were some of the changes. there was a new dash layout.

Under the bonnet saw numerous also. The GL got a B23A engine an output of 112hp. The high ratio of 10.3:1 gave to many complaints of ‘pinking’. The GLE had the engine and the GLT the B23E engine now gave a lower output of Refinements in the emission control introduced also at this

The overdrive, standard on most GL, GLE and GLT with manual gearbox disengaged when the gear was moved out of fourth gear.

In the ‘fleet’ was trimmed and all were ‘240’. Three engines available, the 106hp B21A, the B23A and the diesel 82hp The GLT retained the B23E engine. All specifications could be included order’. The only V6 variant now was the estate, and the 240 variants now adopted the 260 grille and bonnet.

The 240 with the engine was then fitted a new five-speed gearbox. In 1984 more modifications were with modification of the cylinder of the B23E engine which an output of 129hp. The AW71 gearbox used on the 760 was available for the

1985 saw more changes to the as the ‘low friction’ engine was This was to increase engine and improve fuel economy. modifications were made to components of this engine.

The new was designated the B230 with the of a two litre B200 engine. was the year that Volvo the 260 Series. In 1986, the year the of 200 Series models exceeded two the car received another facelift.

The of the car was noticeably changed, with a new and bonnet, and redesigned rear-view The boot lid was also redesigned and from the ‘flat, look to a curved appearance. An additional level brake light was to the rear screen. The three-way converter and Lambdasond engine used back in 1976 on for the American market, were to the UK models.

This had the effect of the power of the engine by about The following year saw the inclusion of a few cosmetic items as standard, as rear head rests on the and some more modification to engines. Up until the end of production of the 200 in 1993 very few changes made to the car.

For the last couple of years the estate version was made.

So made the 200 Series Volvo a popular car for so long. For those who driven it, and many of you will at some time, the answer is clear. It is reliable. Reliability is to be one of the most important features of any If the car was maintained properly the engine be expected to run without trouble for 100,000 miles.

Indeed, in excess of 200,000 miles been reported. A tribute to engineering. It is a pleasure to drive and comfortable.

Some refer to it as a armchair, I won’t argue that, I like to travel in comfort. The only thing I say against it is that it doesn’t strong winds, you have to on to the steering a bit firmer. It is also a safe car in the event of an accident and has helped maintain its position as one of the cars on the roads.

I have asked many times to look for when buying a hand 200 Series Volvo. thing to do, is NOT to switch on the engine Let us start with the outside, the examination. Signs of damage or misuse will often up by looking for variations in the colour of the

Although Volvo’s have a reputation for not rusting there are a few that the 200 did suffer. As mentioned the very early models badly because of poor processes. The rear wheel tend to show signs of because moisture gets the lips of the wing and inner panel. With age the sealant cracked and loose.

It is not too expensive to the wheel arches. The tailgate of the has long been a problem, but models received extra in that area. For some the models of the early 80’s rusting at the bottom forward of all four doors.

Rusting of the windscreen aperture to effect some cars. leakage through the bulkhead can to all sorts of problems, and many such leakage. The source was bad fitting grommets or blanking Water leaked down the of the bulkhead and settled in gullies in the pan and if left undiscovered would start the rusting process. cars less than 10 old would suddenly develop in the floor pan along the sides.

The box also suffered from through moisture build-up of its poor location. Regular and some Vaseline often problems here. Continuing the examination, the car should not sag on its suspension, if it then the springs have quite a load over its

Most 200’s had oil-filled absorbers and should be checked for but some GLE’s and most had gas-filled shocks. The 200 also had an appetite for front tyres, models with power which for ‘town’ driving I essential, unless you eat three Wheat a day, and once had the pleasure of power steering you want to go back to ‘tug and

A common problem for many was rapid wear on the outside of the front nearside tyre. was rectified by fitting a harder to the wishbone-to-body bracket. Fitting a front anti-roll bar will help.

Having satisfied with the outside of the car a good inside is next. Make all the bits of trim and panels are mounted and not held on with or other means. Make all the switches work. Look at the don’t panic if it is high, a high mileage car is better it has been used. Make all the digits are in a straight line.

If one is then the clock may have altered. Look at the condition of the as this gives some of how much use it has had. In the boot at the wells each side and for rust.

On older cars expect to see but make sure it has not started big holes. Under the bonnet for oil leaks, and if the car has been serviced by this will be easy they often steam the engine. However there are not Volvos around that are under the bonnet. Check the oil making sure it is between the two and look at the colour of it.

If it is grey or has of white #145;cream#146; then the oil may be with water. This may be it has done a lot of short journeys. satisfied that all looks then start up the engine. If the is cold and not run for some hours a tap may be heard, especially on high engines. This is normal and when the engine warms up.

If it has a choke make sure it is Injection engines and later engines had an automatic choke The rev counter should register 1200rpm.

Press the accelerator a few and the engine should respond A test drive comes and the car should drive away without jerking. The gear of both auto and manual should be smooth, otherwise a with that unit may be the There should be no or little noise, the 200 is very quiet with 150,000 miles on the A short drive should if there are any problems with transmission, steering or brakes.

repairs can be expensive so it helps if you can get the of someone who knows what to for, such as an RAC vehicle

I am sure the Volvo 200 will be on the roads for many years to and one day I expect to see it listed as one of the great cars of the great era of motoring.

Owners Club Limited®

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