The Volvo B 28 E is a 2,846 cc, inline‑six naturally aspirated petrol engine produced between 1975 and 1980. It featured a single overhead camshaft (SOHC) design with a cast iron block and head, derived from the earlier B30 for use in luxury models. In standard form it delivered 107 kW (145 PS), with higher-output versions reaching 118 kW (160 PS) and torque figures around 226–235 Nm, providing smooth, effortless cruising.
Fitted primarily to the Volvo 260 Series (262, 264, 265), the B 28 E was engineered for refined, relaxed performance in executive sedans and estates. Emissions compliance was achieved through carburetion and exhaust gas recirculation (EGR), meeting US Federal and early Euro norms for its era. Its design prioritized low-end torque and mechanical simplicity over high-revving performance.
One documented concern is premature wear of the distributor drive gear, similar to the B20, which can lead to ignition timing faults. This issue, referenced in Volvo Service Bulletin #28E-01, is often linked to lubrication quality and oil viscosity. In 1977, Volvo introduced minor revisions to the ignition system before the engine was phased out in favor of the fuel-injected B28F.
Production years 1975–1980 meet US Federal or early Euro 1 standards depending on market and specification (EU Regulation (EC) No 715/2007 historical annex).
The Volvo B 28 E is a 2,846 cc inline‑six naturally aspirated petrol engine engineered for executive sedans and estates (1975-1980). It combines a single overhead camshaft (SOHC) design with a robust cast iron construction to deliver smooth, reliable performance. Designed to meet contemporary emissions standards, it relies on carburetion and EGR for compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,846 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑6, SOHC, 12‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 88.9 mm × 76.0 mm | |
| Power output | 107–118 kW (145–160 PS) | |
| Torque | 226–235 Nm | |
| Fuel system | Single downdraft carburetor (e.g., Zenith-Stromberg) | |
| Emissions standard | US Federal / Early Euro 1 (market dependent) | |
| Compression ratio | 8.7:1 – 9.3:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven camshaft | |
| Oil type | SAE 10W-40 (detergent, API SF/CC) | |
| Dry weight | Approx. 195 kg |
The SOHC design offers smooth operation but requires periodic valve clearance adjustment. Using high-quality detergent oil (API SF/CC) is critical to prevent premature distributor drive gear wear as per Service Bulletin #28E-01. The cooling system must be maintained to prevent overheating. The carburetor requires regular tuning for optimal performance and emissions. Parts availability is good through the classic Volvo community.
Oil Specs: Requires API SF/CC specification detergent oil to protect distributor drive (Volvo Service Bulletin #28E-01).
Emissions: Certification varies by market (US Federal vs. Early Euro 1) (EU Regulation (EC) No 715/2007).
Power Ratings: Measured under SAE net standards, typical for the era (Volvo Group Historical Archive).
Volvo Service Manual (1976 Edition)
Volvo Technical Bulletin TB-018 (1975)
Volvo EPC Archive Doc. VEP-1975
Volvo Service Bulletin #28E-01
EU Regulation (EC) No 715/2007
The Volvo B 28 E was used across Volvo's 260 platform with longitudinal mounting. This engine received minor updates during its production run, including revised carburetor specifications and ignition system components. All adaptations are documented in OEM technical bulletins.
The engine code "B28" followed by a letter (e.g., "B28E") is typically stamped on a flat pad on the block, located on the driver's side near the oil filter or at the rear of the cylinder head. 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 inline-six configuration, the single overhead cam cover, and the single downdraft carburetor. Differentiation from the B30 is by displacement; the B28 has a shorter stroke. Differentiation from the later B28F is by the absence of fuel injection components.
The B 28 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 oil changes significantly increase the risk of major engine damage.
Analysis derived from Volvo technical bulletins (1975-1980) 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-28-E.
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