The Volvo B 20 E is a 1,986 cc, inline‑four naturally aspirated petrol engine produced between 1969 and 1974. It featured an overhead valve (OHV) design with a cast iron block and head, offering increased displacement and power over the B18. Output ranged from 74 kW (100 PS) to 92 kW (125 PS), with torque figures around 157–162 Nm, providing enhanced performance for Volvo's 140 and 164 series.
Fitted primarily to the Volvo 140 Series (142/144/145) and 164, the B 20 E was engineered for improved highway cruising and towing capability. Its design maintained the brand's hallmark durability while incorporating a seven-main-bearing crankshaft for greater refinement. Emissions standards were not formally regulated during its production, reflecting the automotive norms of the late 1960s and early 1970s.
One documented concern is premature wear of the distributor drive gear, which can lead to ignition timing faults and misfires, as noted in Volvo Service Bulletin #20E-03. This issue is often linked to lubrication deficiencies or the use of incorrect oil viscosity. The B 20 E was eventually superseded by the overhead cam B21 engine in the mid-1970s.
Production years 1969–1974 predate formal Euro emissions standards. Compliance is not applicable under current EU regulations (EU Regulation (EC) No 715/2007).
The Volvo B 20 E is a 1,986 cc inline‑four naturally aspirated petrol engine engineered for mid‑size sedans and estates (1969-1974). It combines a simple overhead valve (OHV) design with a robust seven-main-bearing crankshaft to deliver reliable, low‑maintenance performance. Designed before formal emissions regulations, it prioritizes mechanical durability over environmental metrics.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,986 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, OHV, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 88.9 mm × 80.0 mm | |
| Power output | 74–92 kW (100–125 PS) | |
| Torque | 157–162 Nm | |
| Fuel system | Single downdraft carburetor (e.g., Zenith-Stromberg, Solex) | |
| Emissions standard | Not applicable (pre-regulation) | |
| Compression ratio | 8.7:1 – 9.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven camshaft | |
| Oil type | SAE 20W-50 (mineral; detergent for all models) | |
| Dry weight | Approx. 170 kg |
The robust OHV design offers excellent longevity but requires periodic valve clearance adjustment. Using incorrect oil viscosity can lead to premature wear of the distributor drive gear, causing ignition faults as per Service Bulletin #20E-03. The cooling system must be maintained to prevent overheating. The carburetor requires regular tuning for optimal performance. Parts availability is good through the classic Volvo community and specialist suppliers.
Oil Specs: Detergent oil (SAE 20W-50) is required for all B20E models to ensure proper lubrication of the distributor drive (Volvo Service Bulletin #20E-03).
Emissions: Formal emissions certification does not exist for this engine (EU Regulation (EC) No 715/2007).
Power Ratings: Measured under SAE gross standards, typical for the era (Volvo Group Historical Archive).
Volvo Service Manual (1970 Edition)
Volvo Technical Bulletin TB-010 (1969)
Volvo EPC Archive Doc. VEP-1969
Volvo Service Bulletin #20E-03
EU Regulation (EC) No 715/2007
The Volvo B 20 E was used across Volvo's 140/164 platforms with longitudinal mounting. This engine received minor updates during its production run, including revised carburetor specifications and distributor drive gear materials. All adaptations are documented in OEM technical bulletins.
The engine code "B20" followed by a letter (e.g., "B20E") is typically cast into the block on the driver's side, near the rear of the cylinder head or on the bellhousing flange. The 7th digit of the VIN is not applicable for this era; identification relies on the physical engine stamp and vehicle model/year. Key visual identifiers include the tall, cast iron OHV cylinder head and the single downdraft carburetor. Differentiation from the B18 is by displacement; the B20 block is visibly taller. Differentiation from the later B21 is by the absence of an overhead cam cover.
The B 20 E's primary long-term reliability risk is distributor drive gear wear, particularly in units with poor maintenance history. While formal failure statistics are unavailable for this vintage, enthusiast club data and workshop reports consistently cite ignition timing issues, carburetor wear, and cooling system neglect as the most common causes for repair. Infrequent use significantly increases the risk of major engine damage.
Analysis derived from Volvo technical bulletins (1969-1974) and aggregated data from Volvo enthusiast clubs and specialist workshops. Repair procedures should follow manufacturer guidelines where available.
Find answers to most commonly asked questions about VOLVO B-20-E.
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