litres in 1980 with the introduction of the B28E and B28F, which were prone to top-end oiling troubles and premature camshaft wear. Some export markets also received the lower output carburetted B28A engine with at 5,250 rpm, capable of running on lower-octane fuel. Volvo also installed the B28 V6 in their new 760 model and the engine was used by numerous other manufacturers in the 1970s and 1980s. The updated B280 engine used in the final years of the 760 and 780 models did not suffer from the same premature camshaft wear as the earlier PRV engines. In North America, the 260 series was only available with a three-speed automatic transmission or a five-speed manual transmission with electronic overdrive and the engine produces . VW diesels Announced at the 1978 Paris Auto Show, the Volvo 240 GL D6 was introduced in the spring of 1979. Volvo's new diesel engine was purchased from Volkswagen and was a six-cylinder iteration of the ones installed in diesel Volkswagen and Audi vehicles at the time. Production was initially low, with only around 600 built by the time of the introduction of the 1980 model year cars. A turbocharged diesel was never sold in the 200 series. At the time of introduction, the six-cylinder Volvo was one of the fastest as well as quietest diesels sold. These engines are all liquid-cooled, pre-combustion chamber, diesel engines with non-sleeved iron blocks and aluminum heads. A Bosch mechanical injection system is used that requires constant electrical input so that the fuel supply can be cut off when the ignition key is removed. A 2.4-litre inline-six (the D24) and a 2.0-litre inline-five (the D20) were available, producing and respectively. The lesser D20 engine was the same as installed in the contemporary Audi 100; it was only sold in select markets where it was favoured by the tax structures. Most D5s went to Finland but it was also marketed in Italy between 1979 and 1981. By 1985 the D6 had replaced the D5 in Finland as well. The D5 was very slow, much slower than the D6 or the Audi 100 with the same five-cylinder engine, reaching 100 km/h from a standing start in 24.4 seconds. The D5 used the same four-speed manual transmission as the D6 but coupled to the lower-geared rear axle also used in 2-litre petrol cars; this meant that fuel consumption figures were only marginally better