Volvo 140

Volvo
Volvo 144 (1969)
140
Production period:	1966-1974
Class :	Middle class
Body versions :	Limousine , station wagon
Engines:	Petrol engines : 1.8–2.0 liters (55–91 kW)
Length:	4640 mm
Width:	1710 mm
Height:	1435-1450 mm
Wheelbase :	2600-2620 mm
Empty weight :	1180-1230 kg
Previous model	Volvo Amazon
successor	Volvo 240

The Volvo 140 was a mid-range car from the Swedish automaker Volvo , which was produced from August 1966 to August 1974. It was offered in three body versions: as a two- or four-door sedan with notchback (P 142 or P 144; Swedish: P ersonvagn) and as a five-door station wagon (P 145). The second digit indicates the number of cylinders in the engine, the last the number of doors.

In order to avoid the import duty , the limousines destined for the EEC were assembled in Belgium from CKD kits in the Volvo factory opened in 1965 in the Ghent port area . The station wagons for the European market came from Sweden. A total of 412,986 two-door 142, 523,808 four-door Volvo 144 and 268,317 Volvo 145 station wagons were produced.

The Volvo 164 , which came onto the market in August 1968, was derived from the 140 series . The 164 had the same bodywork behind the A-pillar, the front was lengthened and changed (the radiator grille was narrower and higher, a different bonnet was used, the headlights were arranged in the corners of the fenders) and offered space for a straight six-cylinder Motor (motor designation B 30). The 164 had a higher quality equipment and was only offered as a four-door. It was Volvo's successful attempt to gain a foothold in the next higher vehicle class with a model that was developed and produced at low cost.

The 140 series and the Volvo 164 were replaced in Europe in the summer of 1974 by the Volvo 240 and the Volvo 264, respectively. The 164 was produced for another year for the US market, because at that time there was no type approval for the new PRV engine used in the 264 .

In the meantime, Volvo also thought about a two-door version with the designation 162, which was rejected again, although an Italian bodywork company had already produced a roadworthy prototype. It was not until the Volvo 262 C that the idea of ​​a “large coupé” with a six-cylinder engine was realized, which was later continued by the Volvo 780 .

The successor to the Volvo 140 was the Volvo 240 model series introduced in the summer of 1974 , which was essentially an extended 140 with MacPherson struts instead of double wishbones on the front axle, other headlights, door handles and taillights. The technical concept remained the same.

variants

There were three variants:

a two-door sedan ( 142 ), a four-door sedan ( 144 ) and a five-door station wagon ( 145 ).

There was a variant of the 145 with a raised load compartment roof, called "Express". This model was intended to replace the Volvo Duett , which was discontinued in 1969, as a large-capacity transporter . However, it was never offered on the German market. Two configurations were available: first, a standard five-seater with two additional, retractable, rear-facing seats in the trunk, and a two-seater with the option of replacing the rear windows with less sensitive metal sheets.

The 142 was the easiest. This is why the higher equipment lines were ordered far less often with this model than with the volume model 144.

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  Volvo 142 (1971)

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  Rear view (MY 1967–1972)

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  Volvo 145 (1973)

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  Volvo 145 rear view (1970)

design

The 140 series marks Volvo's entry into the automotive design associated with the catchphrase “boxiness”. With the 140 series, the designer Jan Wilsgaard created a calm, yet modern automobile. The shape is determined by straightness and edges with relatively small radii, for example the "shoulders" along the belt line. The predecessor 120, on the other hand, was a rounded fifties car.

The angular shape is aerodynamically more favorable than other, more dynamic appearing competing models. The successor model, the Volvo 240, which is almost identical except for the extended nose, has a better _Cd value than the W123 from Mercedes-Benz. Other advantages of the body shape are very easy entry and exit, good space, little soiling of the side windows, little wind noise and little lift at high speeds. The successor 240 was slightly extended at the front and received different lights, the basic construction remained the same. The design language of the 140 can also be seen in the later models Volvo 740 and Volvo 940 . It lasted well into the 1990s - more than 30 years. The station wagons in particular have kept the steep tailgate for more cargo space until recently. The "shoulders" along the sides of the vehicle were taken up again as a stylistic feature in newer models, for example the Volvo V70 .

Technology and security

The construction of the four-cylinder gasoline engine with hanging valves and five-bearing crankshafts with 75 PS (55 kW) (Type B 18 A) to 124 PS (91 kW) (Type B 20 E) was already known from the Volvo 120 (Amazon), as well like the four-speed gearbox and the chassis with coil springs and telescopic shock absorbers on all wheels, individually attached to double wishbones of unequal length , Gemmer steering and a driven rigid rear axle on four trailing arms and a Panhard rod . At the presentation in 1966, the two-circuit brake system in LL layout with disc brakes on all wheels and, from autumn 1972 (model year 1973), the doors reinforced against side collisions with built-in steel tubes, were new . The handbrake worked on drums in the hub of the rear brake discs. Further safety features were three-point seat belts on four seats, headrests at the front (optional and GL version also at the rear), panes made of laminated glass, roll bars integrated into the body, crumple zones at the front and rear - hence the trunk lid with high loading sill for more stability and a safety steering column with a predetermined breaking point in the engine compartment, which prevented the driver from being “impaled” in a frontal collision. The body is designed so that the passenger cell can withstand a frontal collision with a concrete block at 50 km / h without major deformation. With these measures, Volvo cemented its reputation as a manufacturer of very safe and durable cars. In addition, Volvo was one of the first manufacturers to discover the field of safety as an advertising opportunity. Especially in the USA, the main market for the 140, there was advertising on television.

The downside of the extensive safety equipment and stable construction, however, was a comparatively high weight and thus a relatively high consumption and moderate acceleration values. Nevertheless, the cars, especially with the more powerful engines over 100 hp, reached top speeds of over 150 km / h (see data sheet).

Because of the long and severe winters in Sweden, the USA and Canada, Volvo built in very solid electrics and equipped the car with a larger battery and a more powerful starter (1.5 instead of 1 hp). The rust prevention was also above average, so that such Volvos can still be found on the streets today, unlike high-volume models from major manufacturers such as VW or Opel from the same construction period. For example, the sub-floor was completely covered with a layer of bitumen.

Relationship and similarities to other models

The 140 model series had a lot in common with other series of the manufacturer. From the predecessor Amazon (P120 series), for example, chassis components, the motors and gearbox parts already mentioned were taken over. The wheelbase (260 cm) and the rear axle were taken over unchanged and only changed during the facelift (see below) - wheelbase: 262 cm, axle and cardan reinforced. This example is an example of the Volvo principle of relying on the tried and tested in technical terms. The long construction time of components means that there is a very low susceptibility to errors. Another example of this is the B 18/20 engine series. These engines were installed in Volvo cars from 1960 to 1977, with minor modifications over 15 years. This policy has helped to make Volvo a manufacturer of very durable and low-maintenance vehicles. The reputation for building high-quality vehicles was further strengthened by the fact that from the end of the 1960s Volvo began to have vehicles assembled by fixed groups in some factories instead of on the assembly line. At the Kalmar plant, for example, a team of several mechanics always took care of the assembly of an entire car, instead of - as was usual before - only carrying out a few work steps. The expected increase in quality actually started shortly after the introduction of this production method.

The trunk, which protruded far beyond the rear axle, was already very large in the sedan versions. This feature, like many others, was adopted in the following models.

Facelift

As is usual in the industry, the model years did not change synchronously with the calendar years. A new model year started in August after the end of the factory holidays . Therefore, for example, a car produced in September 1972 is a '73 model year vehicle. Nomenclature: The last digit in the model name stood for the number of doors. An "S" behind it denoted a two-carburetor version. Later the designation "E" for vehicles with injection engines or "GT" for conversions with a sporty design was added. The equipment variants ("Luxe", "de Luxe" or "Grand Luxe" - later: L, DL or GL) were added after the model name. On vehicles with automatic or overdrive transmissions, this equipment was indicated by "Automatic" or "Overdrive". With the introduction of the B20 engines, the same lettering adorned the radiator grille. The M41 overdrive gearbox was only standard in the Grand Luxe and could not be ordered with an A-motor (single carburetor). Volvo's model and model naming policy changed annually and in different markets. This is why there is some overlap in the following list. Basically, the information relates to the German market. The letters mentioned are part of the chassis number of a vehicle.

1967: Code letter "M"

First model variant. First the four-door, then the two-door are available.

Two equipment lines are available: The basic equipment called "Favorit" in Scandinavia for all body variants and the later called "Grand Luxe", based on the Volvo 164, only for the 144. In addition, the "S" engine is only available for the 144 available. There is no marking of the model variants on the body.

The four-door vehicles are optionally available with two front individual seats or a continuous front bench. The first variant is optionally provided with headrests. Three-point belts are standard at the front, and various belt variants are possible on the rear seat bench.

The rear window cannot yet be heated electrically, but is supplied with warm air by a pipe / blower combination and defrosted if necessary.

1968: Code letter "P"

Volvo 145 (1968)

Introduction of the five-door body variant 145 in November 1967 (MY 1968; see description above). The exterior mirrors are mounted on the fenders on this model. Takeover of seat belts and seats from 144.

The two-carburetor engine "S" is now available for all body variants.

Black plastic door lock knobs replace chrome-plated ones. Expansion of the color palette.

1969: Code letter "S"

Introduction of the B 20 engines. However, only the single-carburetor B 20 A compared to the B 18 A (7 hp more) recorded an increase in output primarily due to the increase in displacement. However, the torque increases significantly with both engine variants. The B 20 B is equipped with a speed-controlled fan, which, however, has not proven itself and is no longer installed in 1970 or 1971. The intention was to reduce the noise when driving at high speeds at high speeds.

All body and model variants are equipped with a three-phase alternator instead of the direct-current alternator. Seat surfaces of the seats are covered with fabric instead of synthetic leather ( polyvinyl chloride ). Expansion of the color palette; Introduction of the taxi version (only Sweden), this also has Skinner United carburettors in the single-carburetor version .

The exterior mirrors of the 145 are no longer mounted on the fender, but on the door.

1970: Code letter "T"

Volvo 145 Express, attachments not in series.

Introduction of the high-roof version 145 Express, which is not available on the German market, in three versions: Standard version with two additional seats in the trunk facing the opposite direction of travel; two-seater version optionally with sheet metal or glass cladding from the B-pillar.

Electrically heated front seats available; The rear window is now electrically heated (exception: wipers and flushing). Installation of a hazard warning switch.

In Germany only the "S" engine version of the station wagon is available. All Volvo 145s delivered in Germany date from 1968–1969 and 1973–1974.

Last model year with the front grille reminiscent of the predecessor Volvo 120 (Amazon).

Introduction of the GT package for the 142: front spoiler, special GT round instruments, sports steering wheel, additional headlights integrated in the grille and different rims available. In addition, the package, which can be obtained from Volvo dealers in the USA, Sweden and Switzerland in particular, made extensive changes to the engine possible: better twin carburetors, increased displacement and other modifications ensured an output between 128 and 180 hp. The GT package was difficult to get in Germany.

Based on this sporty variant, tuning kits and other "sports accessories" under the name Volvo R-Sport were available in all markets through Volvo dealerships .

A steel sunroof is available as an option. Expansion of the color palette.

1971: Code letter "U"

Extension of the wheelbase by 2 cm (rear axle set back). Wider rims and tires (5 inches), more effective brakes, larger water cooler. Elimination of the standard reclining seat fittings.

Three equipment variants are available: basic model Luxe (L), De Luxe (DL) and Grand Luxe (GL).

New front design: grill (plastic instead of aluminum) for the first time in this model series with the characteristic Volvo crossbar on the DL and GL models. The entry-level versions (142 and 145 only) retain interior details, the slimmer 4.5-inch rims / tires and the radiator grille from the older model years. The entry-level models were not called separately in Germany, but in Scandinavia they were called “Favorit” and in England “Luxe”.

In some markets (e.g. Sweden, Germany) the GL models are equipped with the new, higher-compression B 20 E engine with electronic fuel injection. Due to the significantly increased performance, the cardan shaft and the rear axle are reinforced and the brake discs and pads are larger. Only the automatic and M41 overdrive transmissions are available for this engine variant. In terms of technology, this clearly sets the GL equipment line apart from the standard models with B20 A, B and D engines. The GT package can now also be delivered in Germany without any problems (e.g. other rims, round instruments, etc.). Features of the very expensive and rare GL equipment included the injection engine, a sunroof, leather upholstery, automatic belts, a radio, a gearbox with overdrive, additional headlights on the front and rear bumpers (fog lights) and a metallic paint finish. In Germany only the 144 and in Sweden only the 142 are available as GL.

The B 20 B engine is replaced in Sweden by the B 20 D (90 hp). Change of carburetor models for B20 B from SU HS 6 to HIF 6 - these require less maintenance and are more reliable, among other things thanks to an integrated float chamber that is less sensitive to heat. The carburettor model was also available from MY 1972 with two chokes, which made cold starts easier.

The back seat of all sedans can be fitted with headrests.

The previously split rear side vent window in the cargo area of ​​the station wagon was no longer available. Instead, an undivided, non-opening window was installed. Expansion of the color palette.

1972: Code letter "W"

Volvo 144 (1972)

Revised interior, u. a. with buttons and switches labeled in English instead of symbols in a different arrangement. Because of the shorter gear stick, the center console with clock and space for the installation of additional instruments and other switches is standard equipment. The entry-level version delivered without equipment designation (see model year 1971) is still available on the German market.

The front doors will have map pockets and the headrests will be narrower. When the choke is used, an indicator lamp lights up in the instrument cluster. The two-wheel is replaced by a four-spoke steering wheel ("butterfly"), which corresponds to that of the last Amazon. The automatic selector lever with an illuminated backdrop is located on the transmission tunnel. From January 1, 1972, an optical and acoustic seat belt warning will be installed if the front seat belts are not worn. A loud, permanent warning tone sounds if the belts are not in the anchorages when the gear is engaged.

The center console was now provided with wood foil instead of black plastic as before. In the DL version, the dashboard was also decorated with wood foil.

Changed door handles that are flush with the body.

Modified engines: Introduction of the B 20 F with 115 HP and exhaust gas cleaning, which runs on 94 RON fuel (initially only in the USA, from 1973 also in Germany). The B 20 E now delivers 124 hp instead of 120 with oil cooling, the B 20 D 95 instead of 90 hp (DIN). Expansion of the color palette.

1973: Code letter "Y"

Volvo 142 (1973)

New front design with grille made of black plastic and larger indicator glasses. Modified rear with larger four-chamber taillights (similar to those of the first 240 models) in the sedans, steel tubes as side impact protection in the doors, revised, stronger bumpers. The front license plate is now mounted on the bumper instead of under it.

The interior has been redesigned again with a new instrument panel without wooden foils, an instrument cluster with a round speedometer instead of a belt speedometer and a new steering wheel with a safety baffle. Inside adjustable exterior mirrors. The pull and push switches are replaced by toggle switches. Child lock on the rear doors.

Production of the 145 Express station wagon with high roof ends. The "normal" 145 is now also available in Germany with the B 20 B twin-carburetor engine. Instead of the B 20 D, only the B 20 B is now available in Germany as a “medium” engine. However, the demand for this engine in Germany dwindled due to the introduction of the B 20 F engine with gasoline injection. Conversion of all engine dimensions from inches to metric.

The windshield wiper is fundamentally changed: the wiper motor is relocated to the engine compartment, the spray nozzles are grouped in the middle of the bonnet. The wiper is now operated via a flasher-like lever on the right-hand side of the steering column. An air conditioning system was available on request (installation in the center console with nozzles in the front left, right and center).

Power steering is only available for the USA, but only in conjunction with the expensive GL equipment.

Automatic seat belts are now also available in the DL.

1974: Code letter "A"

Volvo 144 GL (1974)

The last model year brought again revised and wider bumpers. These had impact absorbers designed according to US standards. This allowed them to rebound at 5 miles per hour after a collision without causing any damage to the body. The length of the vehicle increased to 4.78 m due to the very large design of the bumpers.

Adjustment of the two-carburetor engine B 20 B. Replacement largely by the engine B 20 F (145). The electronic D-Jetronic from Bosch will be replaced by a mechanical K-Jetronic from the same manufacturer.

Yellow warning light in the instrument cluster for failed headlights. Relocation of the tank towards the center of the vehicle (closer to the rear axle): In the event of a rear impact, the tank (60 instead of 58 liters) is now better protected. This involves moving the filler neck for the tank further forward. The filler neck is now located behind a flap that is flush with the side wall of the body. The spare wheel wells are omitted and the exhaust system is relocated. Also, the crash safety serve the new window frame: You are no longer made of aluminum but with the rest of welded steel door.

All model variants are equipped with H4 halogen headlights; Windscreen wipers for the main headlights (low beam / high beam) available, part of the standard equipment in Sweden by legal regulation. This also increases the volume of the spray water tank.

By improving the interior air circulation, the vent windows in the front doors can be omitted. A larger, differently designed exterior mirror is installed. Changes to the seat adjustment.

Factory tuning: Volvo R-Sport

From the mid / late 1960s onwards, Volvo sold body and engine accessory kits under the “R-Sport” label, which gave the cars a sportier appearance and increased performance. Most of the R-Sport kits were sold by Volvo dealers and workshops and professionally installed, in some cases (Canada, Switzerland) Volvos modified in this way were given the addition “GT” and marketed. Above all, the robust and easy-to-change carburettors B18 / 20 with the letters A, B and D have been tuned.

The following statements refer to engine tuning as it was available in the mid / late 1970s for all Volvos with B18 and B20 (1966–1975) engines. The information comes from the R-Sport catalog for the North American market (USA & Canada), but the products were still available in Germany.

GT Tuning Kit The GT Tuning Kit was marketed as the roadworthy everyday tuning kit. For example, Volvo recommended it for older engines that had to be overhauled anyway. First, the displacement of B18 engines was increased to 2 liters, which in fact means a B20. A different cylinder head with modified inlet / outlet valves increased the compression to 10.5: 1. There was also another camshaft (code letter K) and a single double carburetor with a sports air filter instead of one or two single carburetors. In principle, the entire upper part of the engine was rebuilt. These changes resulted in an increase in output to 130 hp at 6000 rpm and 177 Nm torque at 3500 rpm.

Stage I & II Tuning Kits Unlike the relatively inexpensive GT kit that is suitable for everyday use, the “stage kits” were primarily designed for racing use and were much more extensive. Two Solex 45 mm twin carburettors with sport air filters in lightweight construction together with an aluminum intake manifold, a modified cylinder head (compression: 10.5: 1), provided an output of 145 hp at 6000 rpm and a torque of 192 Nm at 4500 rpm, an "F" (code letter) camshaft and a 4-2-1 exhaust manifold. In addition, various parts have been reinforced or made particularly robust in order to withstand the higher loads and to be able to be moved with only slightly higher maintenance effort. Stage II presupposed stage I and, in addition to the above, included the following changes: Special cylinder head with modified valves and deeper valve plates, a stronger Bosch ignition coil, lighter valve rocker arms and stronger seals.

Stage III The Stage III tuning package was not sold as a complete package, but was based on replacing individual parts from the Stage II package, which was logically essential: Special cylinder head with polished, larger valve / openings (compression 11.0 : 1), Bosch racing ignition system, "R" camshaft, polished intake system, electric high-performance petrol pump, oil cooler and Venturi atomizer in the carburettors resulted in 175 hp at 6250 rpm and 208 Nm torque at 4500 rpm.

Stage IV This stage represents the highest evolutionary stage of the B20 engine. It develops 190 hp at 6500 rpm and 229 Nm torque at 4700 rpm. The increase in performance is mainly based on boring the engine to 2200 cm³ and the necessary adjustments to the cylinder head (gasket), valves etc. In addition, the Stage IV kit, which like the Stage III kit, was not included as a set, it was sold in individual parts to replace level I and II parts, an "S" camshaft and a high-performance oil cooler were installed. The compression was 11.5: 1.

Other parts In addition to the tuning kits, Volvo also sold almost all engine parts individually, which made it possible to put together and implement your own combinations. Added to this were the changes to the drive train, power transmission, brakes and chassis that were often necessary.

What all tuning measures had in common was the decreasing suitability for everyday use the further the performance was screwed up, since the high-performance levels III and IV of the tuning kits only had a relatively narrow speed range in which the above-mentioned peak performances were available. In addition, the durability of such engines naturally decreased, which is why they are very rare today.

Other accessories in the R-Sport design were, for example, decorative strips, lettering, spoiler kits, aluminum rims and various additional headlights on the outside as well as racing helmets and seats, instrument clusters and sports steering wheels on the inside.

Current situation

There are currently only very few Volvo 140 series left in Germany. The high number of identical parts, especially in the drive train, in particular in the 1980s and 1990s meant that many Volvo 140s were cannibalized in favor of the predecessor models that were already established as classic cars. At the same time, the long construction period of the visually very similar successor model 240 dampened the attractiveness of the Volvo 140 as an independent youngtimer. In addition, the Volvo 140s, as distinct frequent driver cars, have been correspondingly worn out over the decades despite their fundamental robustness. A typical problem today, as with almost all cars of this age, is rust. However, you have to differentiate between two things: On the one hand, the models made in Sweden are much better protected against rust than the Belgian ones, which is related to the types of steel used. On the other hand, the rust prevention is better than with many contemporary models from other manufacturers. In Scandinavia, however, it is very likely that vehicles that have been largely spared from rust will be found today, which is due to the fact that in the past the road patrol used sand or granulate in winter instead of salt.

Typical places for rust are the sills, the fenders (wheel arches), the exhaust and the frame of the windshield. The motors, just like the gearboxes and other mechanics, are very durable. Mileage over 300,000 km is no problem with good care. Volvo was one of the first manufacturers to introduce a six-digit odometer, taking this development into account.

However, the very angular design of the body ensures that sheet metal is still produced today, which depresses prices. The reason for this is that the original presses are not required for the production of the sheets, but contemporary presses can also be used. However, attention must be paid to the accuracy of fit.

In the case of models with an injection engine, it is even more important to ensure that all engine parts fit together exactly. However, all engine parts are labeled in a way that is easy to understand and understandable (e.g. injection system, camshaft, carburetor, etc.).

Typical weaknesses of the model series, some of which were already known and corrected during production times, are and were broken-in camshafts even with low mileages <100,000 km. This problem occurs above all when the car is driven with little oil or only for short journeys, so that certain components are not properly “oiled”, which causes them to abrade and wear more and more.

Furthermore, the models with the B18 engine in particular often struggled with the formation of vapor bubbles in and on the carburettor in summer. Because these are placed directly above the very hot exhaust manifold, after high loads (highway driving) it can happen that the waste heat allows the gasoline to evaporate in the lines and the car “drowns” or can no longer be started. This can be remedied by venting the engine compartment or heat shields, which were later included as standard on B20 models.

A problem for the models with the B20 B double carburetor engine was the gradual abolition (ban) of leaded gasoline with 100 octane in Germany and Europe in the course of the 70s and 80s. Unlike the engines with the letters A, E and F, Volvo recommended for the B-engines always petrol with 100 octane - instead of 97 RON as with the others mentioned. That is why many cars were later "downgraded" to a Stromberg or SU carburetor while retaining other features (camshaft, cylinder head, cylinder head gasket), sometimes as a guarantee or goodwill, so that they could continue to be moved without increased wear and tear or engine knocking. The engines converted in this way produced around 90 hp, depending on their condition.

As a measure to limit the volume, electric fans are also a popular retrofit object. Speed-synchronized, four-bladed metal fans were standard, but over time they could stop working due to hairline cracks with considerable damage in the engine compartment. The yellow, one-piece fans manufactured up to 1972 were particularly affected by this problem and have been replaced by Volvo. Nevertheless, there are used cars that did not take part in this recall campaign and are therefore at risk. Converting to an electric fan with thermostat control also has the advantage that the engine reaches the ideal operating temperature more quickly and that there is a minimal increase in output of approx. 1–1.5 hp.

The front vent windows tend to leak, as the standard openers up to MY '73 are only glued to the panes and are difficult to attach again after they have fallen off. This can be remedied by clips from the supplier.

Other weak points are: the trunk lid freezing up, electrical problems due to corrosion or time-related verdigris as well as cracks and discoloration of the interior, especially in vehicles that have been / are permanently exposed to high levels of sunlight.

Retrofitting a right outside mirror is also problematic, as such was only available to a limited extent as standard. The left exterior mirrors can be rotated and also installed on the right, but only perform a limited service there due to the settings.

In the Benelux countries, the 140 series has been very popular since its introduction, which is why there is an active scene there now. There are also often conversions with LPG systems. The performance drops slightly and consumption increases slightly. Nevertheless, such a conversion pays for itself quite quickly, as it can be implemented inexpensively (around 1000 to 2000 euros). Apart from a tank, which can be installed in the trunk niche above the rear axle, and some lines, no major changes are necessary.

For a drivable used copy today - depending on the condition and report - around 2,000 to 10,000 euros are to be paid.

swell

• Automobil Revue , catalog numbers 1968, 1973 (technical data and prices)
• Market for classic automobiles , advice on buying youngtimers from the sixties and seventies, special issue 12 (1992), VF Verlagsgesellschaft Mainz
• In the Name of Safety The Volvo Story, by Graham Robson; ISBN 3-430-17804-5 .
• http://www.164-140club.de/pdf/Modelljahre-V1.pdf
• Volvo R-Sport Catalog 1976/77 (North America)

Individual evidence

1. ↑ ^{a b c d e f} Dieter Günther, Matthias Pfannmüller: Volvo Typenkunde - passenger cars from 1927. 2nd edition. Delius Klasing Verlag, Bielefeld 2011, ISBN 978-3-7688-3367-7 , pp. 45-46.

Web links

Commons : Volvo 142  - Collection of pictures, videos and audio files

Commons : Volvo 144  - Collection of pictures, videos and audio files

Commons : Volvo 145  - Collection of pictures, videos and audio files