Volvo 200 Series

Last updated

Volvo 200 Series
1988-1991 Volvo 240 GL station wagon (2011-06-15) 01.jpg
1989 Volvo 240 DL (Australia)
Overview
Manufacturer Volvo Cars
Production
  • Europe: 1974–1993
  • Canada: 1974–1985
  • Malaysia: 1983–1994
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) [5]
Chronology
Predecessor
Successor

The Volvo 200 Series (or 240 and 260 Series) is a range of mid-size cars produced by Swedish company Volvo Cars from 1974 to 1993, with more than 2.8 million total units sold worldwide. [6] Like the Volvo 140 Series (1966 to 1974), from which it was developed, it was designed by Jan Wilsgaard.

Contents

The series overlapped production of the Volvo 700 Series (1982 to 1992). As the 240 Series remained popular, only the 260 Series was displaced by the 700 Series, which Volvo marketed alongside the 240 for another decade. The 700 was replaced by the 900 Series in 1992, a year before the 240 was discontinued. Production of the 240 ended on 14 May 1993, after nearly 20 years.

History

The Volvo 240 and 260 series were introduced in the autumn of 1974, and was initially available as seven 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, 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). [7]

1978 Volvo 244 DL sedan (2015-12-07) 01.jpg 1975 Volvo 245 DL wagon -- 09-05-2011 front.jpg
First-generation 240s in international (Australian 1978 244DL sedan, left) and North American (US 1975 245DL wagon, right) 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 with a "shovel nose" which closely resembled that of the ESV prototype vehicle – that being the most obvious change 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. In 1978, a facelift meant a redesigned rear end for sedans, with wraparound taillights and a trunk opening with a lower lip. The dashboard was derived from the safety fascia introduced for the 1973 model year 100 Series - the main change for the 200 Series was the adoption of slatted "egg crate" style air vents in place of the eyeball style vents used in the 140/160 and the square clock. 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. [8]

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. The choice of gearboxes was also improved, with overdrive now available as an option in all manual models except the base-model 242L and 245L. As before, a three-speed automatic was optional in every model. The B21A engine gained three horsepower; a new steering wheel and gearknob were also introduced. [9]

European-specification 1979-1980 two-door sedan 242 DL 1980 Volvo 242 (11097249906).jpg
European-specification 1979-1980 two-door sedan 242 DL

At the 1976 Paris Motor Show Bertone first showed the stretched 264 TE, a seven-seat limousine on a 3,430 mm (135.0 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. [10]

For 1977 the B19A engine with 90 PS (66 kW) replaced the B20A in most markets, although the old pushrod type soldiered on for another two years in some places. This is also the year that the sportier 242 GT arrived. [9]

In 1978 the grille was altered, now with a chrome surround. Rear view mirrors were now black, while the front seats were changed as were the emblems, while interval wipers were introduced. 1978 models were also the first 240s to receive a new paint formula, to help solve the severe rust problems in previous model years. [9]

The 1979 model year brought a full facelift front and rear, the most obvious change being the adoption of flush fitting square headlamps in place of the recessed circular units, whilst the sedans received new wraparound rear lamp clusters and a restyled leading edge to the trunk lid, although the rear of the wagons remained unchanged. The GLE was added while the L was cancelled, and the six-cylinder diesel arrived late in the year. For 1980, the sporty GLT arrived, replacing the GT. For 1981 there was yet another new grille, while the station wagons received new, wraparound taillights. [9] The B21A gained some four horsepower, now 106 PS (78 kW), while the carburetted B23A with 112 PS (82 kW) was introduced in some markets. The Turbo arrived, while six-cylinder models now had a more powerful 2.8-liter engine. [9] 1981 also saw the dashboard altered significantly, which a much larger binnacle in order to bring the radio and clock within the driver's line of sight. The instrument pod itself, which had been unaltered since the 1973 model year 100 Series, was also redesigned.

1993 Volvo 240 SE estate (UK) 1993 Volvo 240 SE 2.0.jpg
1993 Volvo 240 SE estate (UK)

Incremental improvements were made almost every year of the production run. One of the major improvements was the introduction of the oxygen sensor in North America in late 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.

For the 1983 model year, Volvo dropped the DL and GLE labels, selling the cars simply as 240s. In the domestic Swedish market, the 240 could be had with a 2.1 or 2.3-liter engine (more options were available in export), but the bigger engine always came coupled with a five-speed transmission and tinted windows. [11] The 1983s also received wider side trim and all models had the larger taillights introduced on the previous year's GLT model. A B23E-engined GLE variant was also added (not available with two doors). [11] Buyers protested against the lack of grades and they returned for 1984. [9] A new manual gearbox also arrived for 1984, while a four-speed automatic option was available in the GL. The GLT and Turbo versions received a taller grille. [9]

About one-third of all 240s sold were station wagons, which featured very large cargo space of 41 cubic feet (1.2 m3). [12] 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.

A 1993 Volvo 240DL was driven by IKEA founder Ingvar Kamprad, who stopped driving it when he was told the car was too dangerous due to outdated safety design two decades later. [13]

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 engine in a 1970s Volvo 240, showing single side draft carburetor B2170s.JPG
B21A engine in a 1970s Volvo 240, showing single side draft carburetor

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. [14]

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 2,127 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. The carburetted B19A also produced 97 PS (71 kW), although at 5400 rpm, while the fuel injected B19E claimed 117 PS (86 kW). [15]

North American inline-fours

The OHV B20F engine was carried over to the new 200-Series when they went on sale in the United States and Canada for the 1975 and 1976 model years. The carburetted B20A was exclusive to the Canadian market as a base engine but never available in the United States.

With the tightening emission regulations in the United States, the new OHC B21F with fuel injection, catalyst convertor, and lambda sensor replaced B20F for the 1977 model year. The Canadian market had both carburetted B21A (again as a base engine from 1977 to 1984) and fuel-injected B21F engines. The B21F engine was revised in 1979 for increased output to 80 kW (109 PS; 107 bhp). The Bosch LH-Jetronic fuel injection system replaced the K-Jetronic in 1982, sharing the more part commonality with the turbocharged B21FT engine.

The B21 was enlarged to 2.3 litres and renamed as B23E for the Canadian market only in 1981 and B23F for the US-market only in 1983. The detuned B23E with higher compression ratio used the mechanical K-Jetronic and wasn't fitted with catalyst converter. The B23F with reduced compression ratio used LH-Jetronic system and catalyst converter.

B21FT, the first turbocharged engine from Volvo, was added to the 200-Series in 1981 for the 1982 model year. The output was increased to 95 kW (129 PS; 127 bhp). B21FT used the newly introduced Bosch LH-Jetronic fuel injection system. The turbocharged engine did not have the intercooler until 1983 when the optional extra-cost “intercooler boost system” (IBS) was offered. The IBS became a standard equipment in 1984. Despite the introduction of the new B23 engine, B21FT engine was never enlarged to 2.3 litres.

Starting in 1985, the Canadian models received the same B23F engines fitted to the US models (49-state emission regulations) and the B21FT (conformed to the California emission regulations).

Six-cylinder PRV

The 260 models had a completely new 90-degree V6 B27E engine, sometimes called the "Douvrin". [8] [16] 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). The PRV engine (B27E in 1980, B28E 1981–1984) was also used in 244/245 GLT6 on several markets as an option until 1984.

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. [17] Volvo also installed the B28 V6 in their new 760 model and the engine was used by numerous other manufacturers in the 1970s and 1980s. 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 or a five-speed manual transmission with electronic overdrive and the engine produces 130 hp (97 kW). [18]

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. [19] Production was initially low, with only around 600 built by the time of the introduction of the 1980 model year cars. [20] A turbocharged diesel was never sold in the 200 series. At the time of introduction, the six-cylinder Volvo was one of the fastest as well as quietest diesels sold. [21] 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 68 PS (50 kW) respectively. The lesser D20 engine was the same as installed in the contemporary Audi 100; it was only sold in select markets where it was favoured by the tax structures. Most D5s went to Finland but it was also marketed in Italy between 1979 and 1981. [22] By 1985 the D6 had replaced the D5 in Finland as well. The D5 was very slow, much slower than the D6 or the Audi 100 with the same five-cylinder engine, reaching 100 km/h from a standing start in 24.4 seconds. [23] The D5 used the same four-speed manual transmission as the D6 but coupled to the lower-geared rear axle also used in 2-litre petrol cars; this meant that fuel consumption figures were only marginally better than those of the larger diesel while noise levels increased noticeably. [23] In Finland, the price difference with the equal six-cylinder diesel was only just over two percent; owners expected to save money by being in much lower tax and insurance brackets. [23]

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. [24] No diesels were actually delivered during 1980 as Volvo had a hard time meeting the EPA's environmental standards. [24] The federalized diesel developed a claimed 78 hp (58 kW; 79 PS), but was not certified for sale in California. [25]

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. 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 1970s. 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. [26]

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 the 240/244/245 DL, being the least expensive, to the highest specification 264/265 GLE saloon and estate models respectively. The actual equipment and availability of a particular trim level varied depending on the market. The letters normally appear 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: [27]

1979-1980 European-spec 244 GLE sedan Volvo244GLE 1980-1.jpg
1979-1980 European-spec 244 GLE sedan
  • DL (de Luxe) [28]
  • GL (Grand Luxe) [28]
  • GLE (Grand Luxe Executive) [27]
  • GLT (Grand Luxe Touring) [29]
  • GT (For example, a 1979 GT 200-series Volvo is badged a 242 GT, meaning it is a 240-series car with two doors and sporting trim.)
  • Turbo (replaced the GT offering in 1981, with GLT trim) [30]
1986 Volvo 244 GL 1986 Volvo 244 GL in Bucharest.jpg
1986 Volvo 244 GL

Special trim levels

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

  • GTX - this was not an actual trim level, but the name of a sporty parts package available from Volvo dealers in much of Scandinavia
  • Polar - Austerely equipped entry level version for certain European markets such as Italy (1991), Belgium and the Netherlands (1992-1993). Italian spec. always, BeNeLux spec. very often with the B200F engine (instead of the B230F). Cloth interior instead of tricot plush on GL-badged vehicles. Another Polar version was earlier (1986) available in the German market.
  • Super Polar - 1992-1993 Italy-only model. Well-equipped version with black leather upholstery, power windows all around, air conditioning, and cross-spoke aluminium wheels. Three different metallic paints to choose between, all-black trim instead of chrome. Only available with the B200F engine.
  • SE - special equipment; late runout edition on certain markets in 1991–1993. Typically with GL or GLT interior trim but without the performance and handling modifications. Only 1991 in the United States.
  • Limited - (1993; very similar to classic, but not numbered edition with brass plaque instead of the numbering)
  • Classic - (1993; numbered version of the last 1600 200-series Volvos produced for North American market)

The Classic was also on the Swiss market and equipped with the B230FX engine.

  • Torslanda - 1992-1993 Europe-only Station Wagon version, mainly sold in Britain. Simply equipped with three body colours to choose between.

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 (a separate trim level, similar to GLT - 1981-83 models also had GLT Turbo models)
  • Diesel (had most GL features, but some omissions)
  • Injection (indicating K-Jetronic fuel injection in certain markets)
  • Katalysator (indicating a catalytic converter in Scandinavia and the German market)

200 Series specifications

Market differences

European/Australian market

European-spec 1975-1980 264 GL sedan Volvo 264 GL 1977.jpg
European-spec 1975–1980 264 GL sedan
European-spec 245 GL estate, 1981-82 model; Scandinavia: 1981-84 Volvo 245 MY 1981 LYF 796.jpg
European-spec 245 GL estate, 1981–82 model; Scandinavia: 1981–84

For 1980, the 240 GT and GLE were dropped from most markets, as well as the 265 GLE. In the UK and Australia the 265 GLE was available until 1985 (now badged "260"). The new GLT model which replaced GT and GLE had the GT's 140 PS (103 kW) fuel injected 2.3-litre engine with manual transmission (sedan only), or the 260's 2.7-litre V6 with 141 PS (104 kW) in station wagons or in automatic-equipped sedans. [20]

North American market

1976-1977 Volvo 265 DL wagon with American-market quad round sealed beam headlamp configuration, as used until 1980 on some models 1976-77 Volvo 265 DL in Greenwich.jpg
1976-1977 Volvo 265 DL wagon with American-market quad round sealed beam headlamp configuration, as used until 1980 on some models
1981 U.S. Volvo 244 GL sedan 1981 Volvo 244GL (4020678636).jpg
1981 U.S. Volvo 244 GL sedan
1978 Volvo 262C Bertone with North American quad headlights 1978 Volvo 262 Coupe Bertone.jpg
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. [18] 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

Quad indicates two headlamps per side; all others one headlamp per side [31]

Model Year242244/245262/264/265Turbo/Turbo GLT (242/244/245)
1975Round 7" sealed beamsRound 7" sealed beamsN/AN/A
1976-77Quad round 5+34" sealed beams
1978-79Quad round 5+34" sealed beamsQuad rectangular 165 mm × 100mm sealed beams
1980DL: quad round 5+34" sealed beams
GL, GLE: quad rectangular 165 mm × 100mm sealed beams
1981-82Quad 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/AQuad rectangular 165 mm × 100 mm halogen sealed beams
1985N/A
1986-93Replaceable-bulb halogen compositeN/A

Special editions

Volvo 244 DLS. Volvo 244 DLS, Ribnitz-Damgarten (P1060563).jpg
Volvo 244 DLS.
1976-1980 Volvo 264 TE Volvo 264 TE (14816446157).jpg
1976–1980 Volvo 264 TE
1979 Volvo 242 GT (Australia) 1979 Volvo 242 GT 2-door sedan (2015-07-14) 01.jpg
1979 Volvo 242 GT (Australia)
1993 Volvo 240 Classic wagon (US) 1993 Volvo 240 Classic Estate, front right.jpg
1993 Volvo 240 Classic wagon (US)
The dash of a 1993 US-market Volvo 240 Classic wagon with leather seats and wood trim 1993 Volvo 240 Classic dashboard (US).jpg
The dash of a 1993 US-market Volvo 240 Classic wagon with leather seats and wood trim

Anniversary special editions

European-spec 1977 Volvo 244 DL Anniversary edition Volvo 244 silver vr TCE.jpg
European-spec 1977 Volvo 244 DL Anniversary edition

Concept models

Volvo produced a prototype for a hatchback version in 1975, 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. [37]

Volvo also produced a prototype in 1978 called the 242 GTC Turbo, which had roof pillars similar to that of a 262 C, and a body design of a 242 GT. It also came with striping on the sides, close to the bottom of the car with the word turbo on it to make it seem lower than it actually was. It was originally planned to have two engine choices, a 16 valve I4 engine (made for racing), and a turbocharged version of the B21 Redblock I4 engine which was under construction. [38]

240 in motorsport

Volvo 240 Turbo at the Nurburgring 1985 Volvo 240 Turbo, Anders Olofsson 19850706-1.jpg
Volvo 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 505 evolution version of the 240 Turbo with a larger turbocharger and other performance modifications. All of these special cars were exported to the United States with the special equipment kit in the trunk of each car. 270 of these cars were retrofitted with the special equipment at Long Beach and further 240s were simultaneously fitted with the same kit on the East Coast at the Volvo Penta facility at Chesapeake Bay. All 500, except for one car which was returned to Sweden, were subsequently stripped of their GpA homologation equipment and sold as standard road cars. This was allowed under the Group A regulations, the cars only having to have been made and not necessarily sold. Nevertheless, it did lead to protests from other teams, until Volvo was able to produce proof that the 500 cars had indeed been manufactured. [39]

Nevertheless, the 240 Turbo proved a successful competitor, and in 1984 won the Zolder round of the European Touring Car Championship. 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, and despite its boxy, un-aerodynamic appearance, 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 reliable. Volvo Motor Sport, VMS, did not run the cars directly, instead contracting the services of established teams to prepare and manage them, with technical assistance from VMS.

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 Ruedi 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.

Eggenberger moved to race Ford Sierras in 1986 and Volvo contracted Belgian based team RAS Sport to be its factory "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 in the second car. The team was competitive in 1986, taking wins at Hockenheim, Anderstorp, Brno, Österreichring and Zolder. 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, and Volvo AB quit GpA racing.

Around the world, other teams were also running the Volvo 240T with fair degrees of success. New Zealand business man and racer Mark Petch had purchased an ex GTM Team car directly from VMS 240T and with 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. MPM, Mark Petch Motorsport took the car to Australia with financial assistance from Volvo Australia. 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 out right 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 with the help of Bob Atkins, head of The Australian Volvo Dealer Council, formed the AVDT, Australian Volvo Dealer Team who purchased Petch's car and spares immediately following MPM's second back to back win at the opening two round of the 1986 ATCC. The Volvo Dealer Team expanded to two cars, for the fourth round of the ATCC at Adelaide with the new car RHD car, ex RAS, being for dual Australian Single Seater 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 turbocharged engine. Volvo GpA cars also won the Guia Race in Macau consecutively in 1985 and 1986. The Volvo 240 Turbo won the 24 Hours of Zolder in 1987 and 1990.

Volvo withdrew from the sport at the end of the 1986 season, partly because of the RAS team being found guilty of using non-approved race fuel, but primarily 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 Jaguars for using at unlimited banger meetings. In the United States, 240s regularly appear in low-budget endurance racing series such as 24 Hours of LeMons, where the 240 reliability, durability, and easy parts availability are appreciated.

Notes

  1. Volvo 262C only.

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The Ford Laser is a compact car, originally a subcompact car in the first three generations, which was sold by Ford in Asia, Oceania, and parts of South America and Africa. It has generally been available as a sedan or hatchback, although convertible, wagon and pick-up versions have also been available in different markets. The sedan, and briefly station wagon, versions were badged Ford Meteor in Australia between 1981 and 1987. The Ford Meteor name was also used in South Africa.

Volvo 140 Series Motor vehicle

The Volvo 140 Series is a line of mid-size cars manufactured and marketed by Volvo from 1966 to 1974 in two- and four-door sedan as well as five door station wagon body styles—with numerous intermediate facelifts. More than a million Volvo 140s were built.

Oldsmobile Cutlass American car model

The Oldsmobile Cutlass was a range of automobiles produced by General Motors' Oldsmobile division between 1961 and 1999. At its introduction, the Cutlass was Oldsmobile's entry-level model; it began as a unibody compact car, but saw its greatest success as a body-on-frame intermediate. The Cutlass was named after the type of sword, which was common during the Age of Sail.

Peugeot 505 Motor vehicle

The Peugeot 505 is a large family car produced by the French manufacturer Peugeot from 1979 to 1992 in Sochaux, France. It was also manufactured in various other countries including Argentina, China, Thailand, Indonesia and Nigeria. The 505 was Peugeot's last rear-wheel drive car.

Toyota Corona Series of automobiles manufactured by Toyota

The Toyota Corona is an automobile manufactured by the Japanese automaker Toyota through ten generations between 1957 and 2001. It was replaced in Japan by the Toyota Premio, It was replaced in Europe by the Toyota Avensis and it was replaced in Asia-Pacific/Americas by the Toyota Camry. It was related to Toyota Mark II and Toyota Carina. Traditionally, the competitor from Datsun/Nissan was the Datsun/Nissan Bluebird. The word "corona" is Latin for "crown", a reference to an earlier vehicle Toyota offered called the Toyota Crown. It was exclusive to Toyopet Store dealership channels in Japan, while the larger Crown was available only at Toyota Store locations.

Nissan Bluebird Motor vehicle

The Nissan Bluebird is a compact car with a model name introduced in 1957. It has been Nissan's most internationally recognized sedan, in multiple body styles, and is known for its dependability and durability. The Bluebird originated from Nissan's first vehicles, dating to the early 1900s, and its traditional competitor became the Toyota Corona. The Bluebird was positioned to compete with the Corona, as the Corona was developed to continue offering a sedan used as a taxi since Toyota Crown was growing in size. Every generation of the Bluebird has been available as a taxi, duties that are shared with base level Nissan Cedrics. It is one of the longest-running nameplates from a Japanese automaker. It spawned most of Nissan's products sold internationally, and has been known by a number of different names and bodystyles, including the 160J/710/Violet/Auster/Stanza line.

Nissan Sunny Car model

The Nissan Sunny is an automobile built by the Japanese automaker Nissan from 1966 to 2006. In the early 1980s, the brand changed from Datsun to Nissan in line with other models by the company. Although production of the Sunny in Japan ended in 2006, the name remains in use in China and GCC countries for a rebadged version of the Nissan Almera.

Subaru Leone Motor vehicle

The Subaru Leone is a compact car produced by the Japanese car manufacturer Subaru from 1971 to 1994. The word leone is Italian for lion.

Nissan Laurel Motor vehicle

The Nissan Laurel is a front-engine, rear-drive two- and four-door sedan manufactured and marketed by Nissan from 1969 to 2002. Introduced in 1968 as a new model positioned above the 1968 Datsun Bluebird 510, the Laurel offered the luxury of the Nissan Cedric 130 in a smaller size. The laurel is a noble tree in Greek mythology, and the laurel wreath a symbol of honorable status. In Japan, the Laurel was not marketed as a Datsun, being always labeled as a Nissan.

Volvo 440/460 Motor vehicle

The Volvo 440 and 460 are versions of a small family car produced by the Swedish manufacturer Volvo between 1987 and 1996. The 440 was introduced in 1987, whilst the 460 followed in 1989. They were built at the NedCar factory in Born, the Netherlands. The 440 was a five-door front wheel drive hatchback and the 460 a saloon.

Volvo 300 Series Rear-wheel-drive small family car

The Volvo 300 Series is a rear-wheel-drive small family car sold from 1976 to 1991, both as a hatchback and as a conventional notchback saloon.

Toyota Mark II Motor vehicle

The Toyota Mark II is a compact, later mid-size sedan manufactured and marketed in Japan by Toyota between 1968 and 2004. Prior to 1972, the model was marketed as the Toyota Corona Mark II. In some export markets, Toyota marketed the vehicle as the Toyota Cressida between 1976 and 1992 across four generations. Toyota replaced the rear-wheel-drive Cressida in North America with the front-wheel-drive Avalon. Every Mark II and Cressida was manufactured at the Motomachi plant at Toyota, Aichi, Japan from September 1968 to October 1993, and later at Toyota Motor Kyushu's Miyata plant from December 1992 to October 2000, with some models also assembled in Jakarta, Indonesia as the Cressida.

Suzuki Cultus Supermini car

The Suzuki Cultus is a supermini car produced by the Japanese manufacturer Suzuki from 1983 to 2003. The nameplate is currently used as a rebadged Suzuki Celerio in Pakistan since 2017. It was first presented at the 25th Tokyo Motor Show, formally introduced to Japan in 1983 and ultimately sold in seven countries across three generations and marketed worldwide as the Suzuki Swift for the first two generations. An alliance formed in 1981 between GM and Suzuki allowed GM to market the Cultus as a captive import internationally under more than a dozen nameplates including the Geo Metro, Chevrolet Sprint, Pontiac Firefly and Holden Barina. It was also known as the M-car within GM.

Nissan Gloria Motor vehicle

The Gloria is a large luxury car made from 1959 by the Prince Motor Company, and later by Nissan Motors since its merger with the former - hence being originally marketed as Prince Gloria and later as Nissan Gloria. Initially based on the smaller Prince Skyline, the Gloria line was merged with Nissan Cedric starting with 1971 models and both continued until 2004, when they were both replaced by Nissan Fuga.

Nissan Cedric Motor vehicle

The Nissan Cedric is a large automobile produced by Nissan since 1960. It was developed to provide upscale transportation, competing with the Prince Skyline and Gloria which were later merged into the Nissan family. In later years, the Nissan Skyline was positioned as a sports sedan/coupe, whereas the Nissan Gloria was turned into a sporty version of the Cedric.

Ford Escort (North America) Car model

The North American variant of the Ford Escort is a compact/small family car introduced by Ford in 1980 for the 1981 model year. Sharing its name with the third-generation European Ford Escort, the model line is the first front-wheel drive Ford developed and sold in North America. The direct successor of the Ford Pinto, as the smallest Ford car in North America, the Escort largely replaced the European-imported Ford Fiesta.

Volvo 700 Series Range of executive cars

The Volvo 700 series is a range of executive cars produced by the Swedish manufacturer Volvo Cars from 1982 to 1992. The 700 series was introduced in 1982 with the luxurious 760, followed two years later by the lower priced 740 which capitalized on the prestige attained by the very similar 760. The 700 series was then gradually replaced, beginning in 1990, by the 900 series. The 700, designed by Jan Wilsgaard, was originally to have been a replacement for the 200 series, but production of that model continued until the early nineties. The expensive 780, a Bertone-designed coupé version, entered production in 1986 and departed without a direct successor only four years later.

Volvo 900 Series Range of executive cars made by Volvo Cars

The Volvo 900 Series is a range of executive cars produced by the Swedish manufacturer Volvo Cars from 1990 to 1998. The 900 Series was introduced in 1990 to replace the 700 Series from which it derived. Prior to the end of its production, the 960 was renamed as the Volvo S90 (saloon) and Volvo V90 (estate), and the 940 was renamed 940 Classic, becoming the last rear-wheel-drive cars from Volvo.

Subaru Legacy (first generation) Motor vehicle

The first generation Subaru Legacy is a mid-size family car / wagon developed by Fuji Heavy Industries. The Legacy was an all new model, and was considered a notable departure from Subaru products in the past.

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