Marque: Volvo - Company History & Models - Cars By Brand

Arriving in Britain early in 1969, the imposing 164 was sold in saloon form only. The car was instantly recognisable by its square grille incorporating vertical slats, and by its distinctive engine note. For under the long bonnet was Volvo’s straight six B30 engine. This employed the same bore and stroke dimensions as the four pot B20 units. The rear wheels were driven, via a four-speed manual gearbox (with optional overdrive) or a three-speed automatic transmission.

The 164 was comprehensively equipped with standard-fit leather upholstery, reclining front seats, twin circuit brakes, and power-assisted steering. De Luxe versions additionally featured a sliding sun roof. Performance was effortless, and the cars were noted for their comfort over long distances. Fuel-injected 164E models arrived in 1971, and in 1973 a new version was the 175bhp TE, with automatic trans (only), air conditioning, a headlamp wash/wipe system and a four-speaker radio/stereo tape player.

These executive expresses were discontinued in 1974; survivors in Britain are exceedingly scarce. Most interest appears to lie in older 140 cars to be honest.

With relatively compact five-door h atchback bodywork, front wheel drive and a long list of standard equipment, the Volvo 440 made its U.K. debut in the spring of 1989. Offered in GL, GLE and GLT trim levels, the car was originally powered by Volvo’s 1.7 litre unit; 1.8 litre versions followed in 1991.

Even base level models came with h e ated front seats, a stereo system, central locking and tinted glass. Sports alloy wheels and a rear spoiler adorned the top line versions. The Turbo version was a bit of a wolf in sheep’s clothing; it was capable of over 125 mph and came with standard-fit anti-lock brakes when new. For buyers seeking low fuel costs, the 1.9- litre Turbo Diesel provided the answer, from the summer of 1994. Four-door saloons designated 460 were introduced in the spring of 1990 The 440 and 460 models were discontinued in June 1997.

Early cars are available without having to spend a lot but have little appeal .

The link-up between Daf and Volvo in the ‘70s to produce a smaller Swede resulted in the introduction of the 66GL in 1975. This plush compact car was built upon the old DAF 66 and available as a two-door saloon or threedoor estate. Carry over Renault engines of 1.1 or 1.3-litres were employed, driving the rear wheels via Daf Va r i o m atic type constantly variable ratio belt drive transmission system. The autumn of ‘76 saw the U.K. debut of the Volvo 343, with a new three-door hatch and a 1.4 litre Renault engine, again linked to DAF’s quirky transmission.

A conventional manual gearbox was offered from 1978. The five-door 345 arrived in 1980, and the line-up was redesignated 340 in 1985. During 1982 the more powerful 360 Series models were introduced, powered by Volvo ’s two-litre engine, driving through a five-speed ‘box. All these smaller Volvos were comfortable, capable machines; early ones are becoming scarce but are hardly a classic yet.

GLT/GLEs are best bets by far.

Replacing the 740/760 Series models, Volvo’s 940/960 range carrried it on a stage further. Engine options included 2000cc, four pot petrols, a deceptively rapid 2.3-litre turbo, a frugal 2.3-litre Turbo Diesel, and a silky-smooth 24 valve V6. This was installed in the 960 24v , which is still a fine long distance cruiser.

The line-up was revised in 1994, with bodywork restyling, running gear updates and fresh interior treatment. Further revisions were made in 1996, when Light Pressure Turbo (LPT) and more powerful High Pressure Turbo (HPT ) 2.3-litre units were offered. As always, the 940 and 960 estates offered legendary carrying capacity. The range continued until 1997, by which time the new S90 saloons and V90 estates were ready to take their places.

It is quite amazing how many British buyers overlook the many abilities and virtues of the rather staid Volvo 144S. Although its 16 ft body can prove a handful without PAS (as can most 60s saloons to be fair), the 144S is a surprisingly swift form of transport. The desirable fuel injected model of 1971 came with leather trim and a sunroof. The 144S was progressively updated until replaced by the big-bumper 244 in 1974 and survivors in the UK are well catered for by the efficient owners’ club.A well-preserved 144S provides a surprising combination of safety, comfort, space and handling that belies the Swede’s size – in addition to being a good towing car – of course!

For many years the archetypal Volvo, the 240 Estate is highly regarded by those in the know. Originally known as the 245 – as opposed to the saloon’s 244 - 1979-season models can be recognised by their rectangular headlamps but 1980 saw the more significant introduction of the 2.3- litre 245 GLT. In the following year this was replaced by the even more desirable fuel injected GLT Turbo. The entire range was renamed as 240 in late 1981 but after the introduction of the 700 series in 1982, the 240 estates received little development, with the 240 GLT Turbo being deleted in ‘85. The following years saw a facelift and minor engine improvements until the last 240 Estate, now known as the ‘Torslander’, was produced in 1993. The 2.7 six-cylinder 265/260 was also listed until 1985 but these are scarce and not as desirable as a 240 GLT. Don’t let that period 1966 body line confuse you into thinking that it is just an antique dealer’s hack, these old Volvos make great, durable workhorses.

Evolving from the PV444 in 1958, the new PV544 built on the strengths of its illustrious predecessor. However, by contrast with the earlier model, the new car was revised in many ways, and was externally identifiable by a bigger, curved windscreen and a larger rear window. Interior changes included a revised dashboard and a reshaped rear seat. A 1600cc engine was used in the early examples, the capacity being increased to 1800 in 1961. In both cases, single and twin carb versions were produced. Three-speed gearboxes were still used, but a fourspeeder was now available too. Coil spring suspension was employed at both front and rear. Braking was by drums (all round), but front discs were optional on later examples. The PV544 proved to be a reliable and sturdy motor, and provided faster performance than the model it replaced. It made a fine rally car (and indeed even today many examples are still being successfully campaigned in classic events).