Volvo 262/264/265, Full Specifications
Key Specifications
| Spec | Value |
|---|---|
| Production Years | 1975-1985 (262C to 1981) |
| Body Styles | 262 (2-door coupé), 262C (2-door Bertone coupé), 264 (4-door sedan), 265 (5-door estate) |
| Engine(s) | B27F/B28F/B280F V6 PRV, D24 diesel I6 |
| Displacement | 2.7L (2664cc) / 2.8L (2849cc) petrol; 2.4L (2383cc) diesel |
| Power | 127-156 hp (petrol), 82 hp (diesel) |
| Torque | Not confirmed |
| Transmission | M46 4-speed + overdrive, M47 5-speed manual, BW55/AW55 3-speed automatic |
| Drive | Rear-wheel drive |
| 0-100 km/h | Not confirmed |
| Top Speed | Not confirmed |
| Fuel Economy | Not confirmed |
| Weight | Not confirmed |
| Length / Width / Height | Not confirmed |
| Wheelbase | 2640mm (260cm) + 20mm extension vs 140-series |
Engine Variants
B27F / B28F / B280F (PRV V6): The PRV (Peugeot-Renault-Volvo) V6 was fitted as standard. Early B27F engines displaced 2.7L (2664cc), later B28F and B280F versions grew to 2.8L (2849cc). These used Bosch K-Jetronic fuel injection and delivered between 127-156 hp depending on market and emission controls. The B28E specifically produced 156 hp with electronic fuel injection. Not fast, not sporty, adequate.
D24 Diesel I6: Volkswagen-sourced straight-six diesel (also used in VW LT vans). Naturally aspirated D24 made around 82 hp. Later turbocharged D24T and intercooled D24TIC variants were available but rare in 260-series applications. Durable if maintained, but slow. Don’t expect to overtake much on the highway.
Transmission Options
M46 4-speed + Laycock overdrive: Electronically actuated planetary overdrive bolted to the back of the M45 four-speed. Push-button on the gear lever engages fifth. Considered the strongest of the Volvo manuals sold in North America, good to 250 lb-ft if not badly worn.
M47 5-speed manual: Regular fifth gear instead of overdrive unit. Early M47-1 boxes (‘87-mid ‘89) suffered lubrication issues to fifth gear and weak bearings. The M47-II fixed this with higher fluid level and better bearings, but still doesn’t like torque over stock levels. Third gear is the weak link under stress.
BW55/AW55 3-speed automatic: Borg-Warner design, robust but lacks overdrive. Saps noticeable power compared to the manuals. Common in US-market cars.
AW70/AW71 automatic: Not factory-fitted to 260-series but sometimes swapped in from later 700/900 cars. If you see one, someone’s been busy.
Notable Features
- Dual-circuit brake system: If one circuit fails, 80% braking power remains (primarily front wheels).
- PRV V6 engine: Unusual choice for Volvo, shared development with Peugeot and Renault. More refined than the four-cylinder redblocks but not as bulletproof.
- 262C Bertone coupé: Hand-built by Bertone in Italy. Chopped roofline, vinyl roof, plush velour interior, completely different doors, bonnet, and body panels versus the standard 260. Very rare and difficult to source parts for.
- MacPherson strut front suspension: Better road handling and more engine bay space than the earlier 140-series beam axle setup.
- Rack-and-pinion steering: Improved steering feel over the 140’s recirculating ball.
- Live rear axle with coil springs: Trailing arms and Panhard rod. Reliable, easy to maintain, near-indestructible Dana 30 differential.
- VESC safety research heritage: The 260 incorporated lessons from Volvo’s Experimental Safety Car programme, reinforced doors, improved crumple zones, better crash structures.
- Galvanised body panels (from 1987 onward): Pre-‘87 260s rust badly. Post-‘87 240/260 models had partial galvanisation and far better corrosion resistance.
Rust warning: Pre-1987 260s rot like compost. Check sills (three-part construction), spare wheel well, door bottoms, front wings (especially above headlights and around indicators), battery tray, chassis legs, subframe mounts, rear wheel arches, and boot floor. Rain gutters also corrode. The 262C has severe rust issues around rear side windows due to poor drain design.
Parts availability: Most mechanical parts shared with 240-series, excellent availability and still affordable. 262C bodywork is another story entirely: doors, glass, trim, bumpers are Bertone-specific and nearly impossible to find. Walk away from crashed or rusty Bertones unless you’re a masochist.
Engines: The PRV V6 is less robust than Volvo’s redblock fours. Timing components and top-end wear are more common. The D24 diesel is extremely durable if you keep up with oil changes and don’t skip the timing belt. Overheating kills both, check coolant system thoroughly.
Verdict: The 264 sedan and 265 estate are pleasant, comfortable cruisers with a bit more refinement than a 240. The 262C is a beautiful, rare curiosity that will bankrupt you in parts and panel-beating. If you want a daily-driver 260, get a post-‘85 model with the B28F or B280F. If you want a project, get a 240 instead, same car, better parts support, tougher mechanicals.
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