By the mid-1980s, Volvo had demonstrated to the world that it could produce cars that were safe, solid, and in some cases, sporty. What was missing from their repertoire was a luxury coupe, so the decision was taken to develop the 262C. A collaboration between Volvo and Bertone, the final car was something that was visually distinctive, and also quite exclusive. This 1980 model is a clean and tidy example that is ready to be driven and enjoyed immediately. It is also a car that comes with a twist or two that makes it an interesting proposition. Located in Atlanta, Georgia, you will find the Volvo listed for sale here on eBay. Bidding has been relatively lively but has still only managed to push the price along to $1,925. At that level, the reserve has not been met.
Finished in Glacier Blue, the Volvo is a car that presents very nicely. Its styling is something that is an acquired taste, and people have always seemed to either love it or hate it. There really doesn’t seem to be a middle ground. This was true from day one, with some motoring reviewers praising Volvo for being adventurous, while others openly and mercilessly panned the styling. What can’t be argued is the fact that it really is adventurous. Essentially, everything below the window line is standard Volvo 260-series fare. The company simply didn’t have the resources to produce a low-volume car like the 262C, so they were shipped to Bertone, who fitted the lower roof, along with the unique window frames and cowl. In keeping with Volvo’s standards, Bertone subjected the 262C to some pretty stringent levels of rust prevention, and this means that rust is something that doesn’t tend to be an issue with these. This car appears to be free of rust, and while the paint sports a few minor dings and marks, it all looks very good for a survivor-grade car. The greatest drawback of the radical styling of the 262C is the fact that the roofline is fully 4″ lower than the equivalent sedan. The seats are mounted lower, but anyone over the height of 6′ can find it a bit of a struggle to clear the roof once they climb inside. It also means that this is probably not a classic that would be best suited to our own intrepid writer, Scotty Gilbertson. The vehicle is fitted with a set of very attractive gold-centered alloy wheels, and the buyer will have the choice of retaining these or having the original wheels refitted. Personally, I like these aftermarket wheels a lot, so I would retain them.
It’s when we lift the hood of the 262C that we find something of a twist, and it could potentially be a change for the better. What should reside here is the 2,664cc “PRV” V6 engine, producing 148hp. The 262 came equipped with a 4-speed manual transmission with electric overdrive as standard, with a 3-speed automatic being a no-cost option. The only other mechanical option that was available to buyers was a limited-slip rear end. What we actually find in the engine bay is that the Volvo has received a heart transplant, and the engine bay now houses a 2,316cc 4-cylinder engine. This is the B23E version, pumping out 138hp. Backing this is the automatic transmission. You would think that a drop in capacity and horsepower would result in a loss of performance, but this isn’t the case. The lighter weight of the four more than compensates for the loss of power, and when this vehicle was new, it wasn’t unusual for 240-series cars to return significantly better performance figures than identical cars from the 260-series. The owner says that the engine fires up easily, and everything about the 262C is very smooth. The tires that are fitted to the current wheels are new, and even if the next owner chooses to revert to the original alloys, the tires on these are also said to be very good.
Volvo created the 262C very much with vehicles such as the Continental Mark IV in the back of their mind. That meant that luxury was front-and-center in their thinking. Naturally, that meant that leather upholstery was essential, and the upholstery fitted to this series was unique across the Volvo range. Owners also found themselves with air conditioning, tinted glass, heated seats, power windows, power locks, power mirrors, cruise control, a power antenna, and a choice of different stereos. In fact, apart from choosing an interior trim color, the choice of stereo was the only other decision that faced a potential buyer. The interior of this car presents very well, with no signs of any major problems or issues. The A/C has been converted to R134 refrigerant and blows nice and cold. Everything inside the car works as it should, with no issues or problems. One interesting point that the owner makes is that the Volvo isn’t fitted with a radio. This is a bit odd, but given the modifications that have been made to the mechanical configuration of the vehicle, an aftermarket stereo would definitely be a viable option.
The 262C represented a moment in time when Volvo was feeling at their most adventurous, and it is a vehicle of relative rarity. A total of 6,622 vehicles were produced during the model’s 4-years of production. Of these, 1.920 rolled off the line for the 1980 model year. Today, a tidy and original example can be found for around $4,000, but you need to double that figure if you are looking for something really good. This one is good, but it obviously isn’t original. However, if you are an enthusiast who is no taller than 6-foot, then this could be an interesting vehicle to own.
Have some track day seat time in one of these. Think you might have missed one part of the engine as the 4 cylinder was turbocharged and the V6 wasn’t an option. Either way, the turbo car I drove as a track instructor in teaching the owner how to drive a race track was as fast as the 6 cylinder BMWs, even as heavy as it was. Seats are really great by the way.
Morning coffee starting to work…. Got engine info backwards… The V6 was the base engine and the Turbo 4 an option. Both engines pretty rock solid according to my Volvo guru. Going for the second cup….
So they took the flagship Volvo of 1980 and turned it back into a 240! Let me guess, the reserve is 10K???
The B-23 Redblock engine will outlive us all.
In my experience most people thought that these were ugly. But the worst part was the PRV 6cyl. engine. Back in the 80s and 90s the PRV 6cyl. would cut the vehicle value in half. (IE 242 VS a 262, etc.) Not only were the PRVs problem prone and expensive to repair. Any Volvo with this engine plowed badly in the corners. The engine was placed so far forward that you could actually see 3/4 of the transmission. I had a 262 (265?) wagon that I installed a 5.0 Ford engine in with an AOD transmission. I placed it right up tight to the firewall (an almost bolt in modification) and the fender height came up 2″ from the original PRV installation. I ended up installing a complete IPD lowered suspension.
This is a very strong solid car. But I am not a real fan. (The 4 cyl turbo is a great improvement however.)
Agree with dave – can’t kill the B-23 Redblock. Much, much better than the PRV 6.
The sun visors in this model are from the sedan, which has a taller windshield. When the visor is deployed it completely obscures vision of the road.
The information is incorrect. The 262C (in ’80-81, just called the Coupé) never came from the factory with anything but the B27, and later the B28. It has been confused with the later 780, also by Bertone, that started life with a B28 but was later available with a B23FT.
Always say no thanks to any CI fuel system without having a dedicated wallet for NEW replacement parts & the skill set to work with it. Say no thank you to the 2.7 & if you got the skills live with the 2.8. Those strapped leather seats are no fun to sit on after 40 years.
Who’s gonna drive one of these for a straight 40 hours? :-)
I had a fleeting infatuation with Bertone Volvo Coupes. Bought a 780 which had needs. Swapped with another guy with like tastes. Received a 245 wagon in return. Could not be happier. If it starts (which it does) you can drive to Mars and back. The 780 Coupe is, indeed, a super cool car, but for the same money and restoration costs you are in BMW and Mercedes territory. Also, aside from the engine and trans parts are impossible.
I agree with what many said. I worked on a number of V-6 Volvos, including a couple of these, and they are terrible engines. Top oil rail on the cams would clog and ruin them and that is a hell of a job as is changing the ever failing water pump that is UNDER THE INTAKE. The engine swap on this is the biggest selling point. Up to 6,100, you will probably be the only person with one in your town.
Have owned a couple of these..Like the looks..The V6 – as I recall was a French product, and also used in the Delorean..Just barely a “passable” engine..I installed a GM 350 in a 262c (Bertone) with a 200R tranny..easy swap as there is a company that make s “kit” for the engine swap..Enjoyed the car..sold it years ago (black – stunning) on ebay. Believe I got about $4000…
Get rid of those railroad tie bumpers! I can imagine how lovely this would look with a front clip from a 142 retro fitted.
Oh, and an LS swap.
Some of these Volvos came with padded vinyl roofs. If you find one, you have to be mindful of potential rust like we attribute to ‘Murican cars of a few decades earlier.
yep, local hasa vinyl toped 1. Not official dealer but wolwo wrk exclusively.
The “Flying Brick” as he hasa 302 (slips in easy) in it.
240/740, amazon, p1800 all those. But beyond? like MB – all dwn hill.
I’d buy this one, no matter the motor. My 850 wuz a POS. Not the earlier(s)…
I owned a 1980 Volvo 262c bertone with the original V6 junk engine (Timing chain tensioners wore out), and did the V8 swap. Got the swap manual and motor mount from “Jags That Run” I used a Chevy 305 TBI/700r4 trans. The engine actually sits a bit crooked to clear the steering rod, and the driver side exhaust manifold needs to be cut down on an angle to clear the steering rod too. This crooked engine yields a slight harmonic vibration at 55-60mph but smoothed out after that, do to the custom drive shaft and vibration I had to put adjustable lower control arms for the rear end to adjust the pumkins angle. I used a fuel pump from a ford Econoline Van “Vin code F if I remember right”, Corvette radiator with a Ford SHO 2 speed cooling fan because there is no room up front for the engine mounted fan. I had a key bypass so I could use the Volvo key and bypass the Chevy anti theft key, and was able to run the stock exhaust w/minor refitting at the manifolds. The 305tbi engine had less HP than the original V6 but the car was actually faster. I did the V8 swap for practical purposes and ease of repair and cheap to repair. The only issue was the 700r4 trans. The engine sitting at a crooked angle placed tension from the driveshaft angle to trans potput that I went through 3 rebuilt transmissions. I got tired of this so I bought a drag strip built 700r4 that could handle 1000 HP and that fixed the issues. The car would burn rubber like no tomorrow in 1st and 2nd gear and for 3rd it would chirp the tires. It did get better gas mileage all factory gauges worked. You wouldn’t know it had a V8 swap unless I opened the hood. I also had a kick down computer that would stop the constant kick downs of the 700r4 trans so when I stepped on the gas to the floor it would kick down and upshift and run flat out without kicking down again.
I owned a 1980 Volvo 262c bertone with the original V6 junk engine (Timing chain tensioners wore out), and did the V8 swap. Got the swap manual and motor mount from “Jags That Run” I used a Chevy 305 TBI/700r4 trans. The engine actually sits a bit crooked to clear the steering rod, and the driver side exhaust manifold needs to be cut down on an angle to clear the steering rod too. This crooked engine yields a slight harmonic vibration at 55-60mph but smoothed out after that, do to the custom drive shaft and vibration I had to put adjustable lower control arms for the rear end to adjust the pumkins angle. I used a fuel pump from a ford Econoline Van “Vin code F if I remember right”, Corvette radiator with a Ford SHO 2 speed cooling fan because there is no room up front for the engine mounted fan. I had a key bypass so I could use the Volvo key and bypass the Chevy anti theft key, and was able to run the stock exhaust w/minor refitting at the manifolds. The 305tbi engine had less HP than the original V6 but the car was actually faster. I did the V8 swap for practical purposes and ease of repair and cheap to repair. The only issue was the 700r4 trans. The engine sitting at a crooked angle placed tension from the driveshaft angle to trans potput that I went through 3 rebuilt transmissions. I got tired of this so I bought a drag strip built 700r4 that could handle 1000 HP and that fixed the issues. The car would burn rubber like no tomorrow in 1st and 2nd gear and for 3rd it would chirp the tires. It did get better gas mileage all factory gauges worked. You wouldn’t know it had a V8 swap unless I opened the hood. I also had a kick down computer that would stop the constant kick downs of the 700r4 trans so when I stepped on the gas to the floor it would kick down and upshift and run flat out without kicking down again. https://www.smartmotorguide.com/L50028856 link to my car, I sold it already had it 16 years or so.
Oh yeah I bought the car for 500 bucks running in Florida from a dealership I worked at. The car was rust free until I moved it to Ohio then it started to rust like crazy.
I’ve had 2 of these things (one had a 350/th350 swap). The PRV probably isn’t as horrible as everybody seems to remember but they required regular maintence that could not be put off.
Besides the 262C’s, I’ve had a Monaco, 780, 960, Eagle Premier, Peugeot 505 all with the PRV (and all with automatics). Not my favourite engine but very common in the 80s and early 90s.
I was going to buy a Citreon SM with a dead PRV and while I had access to several engines could not figure out the one I would have needed for a SM. Probably would have been an interesting car.
I own this car now, and it has served me well. :-)