1978 Volvo 265

Introduced in late 1974 as the 1975 Model Year facelifted replacement for the previous 1966-74 four-cylinder 140 and 1969-74 six-pot 164 ranges, the Volvo 240 family (latter renamed the 200- [240/260] Series in 1986) set the pattern and reputation for the Volvo marque for years to come, thanks to the model’s legendary boxy shape and safe, solid(but uninspiring) dynamics.

Drawing heavily on the tough bodyshell of the previous 140 model (retaining the doors and most other body panels from the windscreen A-pillar backwards), the 200-Series added a new slanting shovel nose, reworked suspension, plus a number of features previewed in Volvo’s VESC ESV prototype safety car of 1972 to improve the already impressive crash safety credentials of the previous 140 models. The four-cylinder engine of 240 models now featured an overhead cam design, with the range-topping 260 models replacing the 164’s former in-line six motor with the all-new PRV V6 140 bhp ‘Douvrin’ unit, developed in partnership with Peugeot and Renault, as seen in rival prestige models such as the Peugeot 604, Renault 30, Talbot Tagora, and even the iconic De Lorean DMC-12 gull winged coupe.

During its near-20-year career, Volvo undertook a series of changes and improvements to 200-Series models, adding a stretched 264 TE limousine and 245 Transfer models in 1976, along with the tank-like 262C, a luxury low-roof coupe styled and built by Bertone in Turin. For 1979, Volvo introduced its first-ever diesel-powered passenger car, sourcing this naturally-aspirated 2.4-litre six-cylinder unit from the Volkswagen group.An in-line five-cylinder 80 bhp D20 Audi diesel latter joined to the 2.4 diesel 240 too. To add some much-needed performance and ‘sex appeal’ to the worthy but dull 200 range, Volvo launched a 127 bhp Turbo model in 1981, spicing-up the two-door 242 and 245 ‘Turbo SportWagon’ derivatives in the key North American markets, these being denied to British buyers.

In 1992 Volvo announced the first of its new 700-Series models (the 760 V6), designed to ultimately replace the faithful 200 range. With demand remaining healthy for the older 200-Series though, Volvo kept the model in production, overlapping the more modern 700 for more than a decade, with the practical (ex-245) estate model accounting for around one third of total 200 sales by the mid-1980s, leading to the three-box saloon being dropped ahead of the wagon.

Towards the end of its long and successful career, a series of special edition models were regularly introduced to retain interest in the aging 200, the last examples (the Torslanda) being sold in 1993.

(GSA Words: 409)