Volvo 200 Series
Reviewed by Unique Cars and Parts
Our Rating: 1
Introduction
Volvo was to release the venerable 200 series in
1974, and such was the popularity of the car that it
would enjoy an amazing production run of nearly 20
years. The replacement was supposed to be the 700 series,
released in 1982, however such was the popularity of
the “boxy but safe” 200 series that Volvo
were reluctant to cease production.
A good thing too,
with both the 200 and 700 series being sold side-by-side
for the next 10 years. The 700 series was replaced
by the 900 series in 1992, however the 200 hung in
for another year, finally disappearing from the showroom
in 1993. Initially released as the 240 and 260 series, there were
six 240 model variations available, including the 242L,
242DL, 244DL, 244GL, 245L and 245DL. The 260 came as
either the 264DL or 264GL.
Both were derived from the
prototype experimental safety car that was developed
in 1972, where the notion of improved (and considerably
larger) front and rear crumple zones had proved a life-saver
in continued crash testing. Other mechanical improvements
were made over the outgoing 140 and 164 series cars,
such as the introduction of McPherson strut type front
suspension, rack and pinion
steering (power assisted
in the 244GL and both 264 models) and improvements to
the braking system.
However the most significant changes
were to the engine itself. When first released in 1974,
the 240 series carried over the B20A 4 cylinder engine
from the 140 series, however an all-new B21A engine was
available as an option on the 240DL models. The 2127cc
B21 engine incorporated a five-bearing crankshaft and
belt driven camshaft, increasing power to 97bhp for the
normally aspirated 242, 244 and 245DL’s, and an
impressive 123bhp for the B21E fuel injected 244GL model.
The 264 models used a completely new V6 B27E engine,
dubbed the “Douvrin”. Devoped in partnership
with French manufacturers Peugeot and
Renault, the engine
was soon given the acronym PRV. The 2664cc alloy block
engine was good for 140bhp, and was mated to a 4 speed
manual gearbox or optional 3 speed automatic unit. Overdrive
was also optional on the manual 244GL, while a 5-speed
manual gearbox was optional on the 264GL. The front end
came in for a significant re-style too, cosmetically
this being the biggest difference over the outgoing 140
and 160 series vehicles.
In most other ways however the
200 series was nearly identical to the outgoing models,
and even the dash was carried over from that fitted to
the 140 and 160 series cars between
1973 and 1974. In 1975 the 265DL estate was added to the range, the
first ever Volvo estate to have a six-cylinder engine.
In 1976 the 200 Series underwent some technical changes,
most notable was Volvo’s dropping of the trusty
B20A engine – necessitated due to tougher emission
regulations.
The B21A engine became the standard fitment
across the 240 range, and in the process underwent some
minor technical improvements including the fitment of
a revised camshaft, the power output in turn being increased
from 93 to 100bhp. Both the 264DL saloon and the new
265DL estate were fitted with the new B27A V6 engine,
almost identical to the fuel-injected B27E V6 engine,
but fitted with an
SU carburettor instead of EFI and
subsequently having a power output penalty, even though
it was a still respectable 125bhp.
overdrive was made
available as an option on all manual models, with the
exception of the entry-level 242L and 245L, while the
3-speed automatic gearbox remained an option on every
model.
Incremental improvements were made almost every year
of the production run, such as the introcution of an
oxygen sensor in
1977 (seen in 1978 model cars). The
Lambda Sond system was a joint initiative between Volvo
and Bosch, and provided a feedback loop to the K-Jetronic
fuel injection system allowing more advanced fine tuning
of the air to fuel mixture.
The new system offered many
advantages, including lower
exhaust emissions and fuel
consumption, while providing better more tractable power. Like
the Mercedes wagons of the day, the Volvo wagons also
doubled as people movers, and particularly in the US
market became increasingly popular. When fitted with
a rear-facing foldable jump-seat, the wagon could carry
7 passengers, Volvo doing its best to ensure the safety
of any rear seat passengers by reinforcing the floor
section and installing three-point seat belts. The last
ever 200 manufactured was a station-wagon, and is on
display in the Volvo World Museum.