Volvo 340/360

Volvo
Volvo 343 DL (1976-1980)
340/360
Sales designation:	343/345/340/360
Production period:	1976-1991
Class :	Compact class
Body versions :	Station wagon , sedan
Engines:	Otto engines : 1.4–2.0 liters (46–85 kW) Diesel engine : 1.6 liters (40 kW)
Length:	4320-4435 mm
Width:	1660 mm
Height:	1392 mm
Wheelbase :	2395-2400 mm
Empty weight :	960-1100 kg
Previous model	Volvo 66
successor	Volvo 440 / 460

The Volvo 300 series includes the compact class 340 , 343/345 and 360 models from the Swedish car manufacturer Volvo , which were produced from late summer 1976 to mid-1991.

The series was offered with three or five doors with a hatchback and four-door with a notchback, optionally with a continuously variable Variomatic gearbox or manual gearbox.

history

In mid-1975 Volvo took over the passenger car division of the Dutch manufacturer DAF . There, in 1970, the development of a new model under the project name P900 began, which was to come onto the market as the DAF 77 . However, DAF needed outside capital as well as a supplier for the planned 1.4-liter four-cylinder engine. After exploratory talks with other automakers, including BMW, failed and Renault found itself able to further develop the 1.3-liter engine already installed in the DAF 66 , Volvo acquired a third of the company in early 1973. Since the end of production of the P120 Amazon in 1970, with the 140 and 164, Volvo had only had larger and more expensive models in its range and was interested in participating again in the vehicle class in which it was once again a larger automobile manufacturer with the humpback volvos of the 444 and 544 types Had gained a foothold. As a result, DAF already had access to Volvo’s knowledge, particularly about body construction, in the development phase. In view of the market development, Volvo finally took over the majority of shares in DAF before the market launch of the new model, which not only changed the old DAF 66 to the Volvo 66 , but also changed the name of the planned DAF 77 to Volvo 343. The largest DAF, which has now become the smallest Volvo, was in the tradition of its original brand, which is reflected in the technical similarity to the DAF 66: the Variomatic , the gearbox on the rear axle and the Renault engines .

At the same time, based on Volvo's experience, numerous safety devices had been implemented in the body, such as side impact protection with tubes in the doors. The 340/360 series was therefore quite heavy for a compact car from the 1970s. The curb weight in basic equipment with manual transmission was approx. 1000 kg, while comparable vehicles such as VW Golf I, Opel Kadett C or Ford Escort Mk. II were over 100 kg lighter. Compared to the roughly equally expensive competition, the 340 with its long bonnet was half a size larger, especially on the outside, and showed pronounced weaknesses (engine, fuel consumption, initially processing quality) and strengths (road holding, driving comfort, workmanship, passive safety).

The design of the body came from Giovanni Michelotti .

343/345 (1976-1982)

The Volvo 343 was presented in March 1976 at the Geneva Motor Show as a three-door hatchback sedan (series 3 00, 4 cylinders, 3 doors). The market launch began in the late summer of 1976. The engine of the new model was installed lengthways, had a capacity of 1397 cm³, an underneath, chain-driven camshaft, Weber register carburetor and an output of 70 hp (51 kW). These 1.4-liter engines supplied by Renault , which were already somewhat antiquated at the time, but were reliable and robust, were revised several times and remained in the range until the end of production in 1991. The fact that the motorization, which was appealing in terms of key data for a vehicle of the compact class at the time, aroused little enthusiasm among motor journalists is mainly due to the relatively high vehicle weight, which was more in line with the middle class.

At the beginning, the 343 was only offered with the Variomatic transmission developed by DAF. This continuously variable transmission (CVT) is a fully automatic transmission controlled by centrifugal force and electropneumatically, which requires minimal intervention from the driver, such as engaging reverse or forward gear. The two wide V-belts run over conical pulleys, the distance between the two halves of each pulley can be changed. The front pair of discs carries flyweights and a pneumatic cylinder , the rear one is compressed by springs. The transmission ratio is changed in that the front pair of disks, controlled by centrifugal force, pushes together with increasing speed. At the same time, the tension exerted pulls the rear pulley apart. This centrifugal force control is supplemented by the negative pressure taken from the intake tract of the engine acting on the pneumatic cylinder via a valve, depending on the position of the accelerator pedal, pushing the front disks closer together or pushing them apart, thus lengthening or shortening the ratio.

In principle, the system can be compared in a simplified way with the stepped, i.e. not continuously variable, derailleur gears on a bicycle, in which the gear ratio changes by changing the radii on the front chainring and the sprocket on the rear wheel. In this way, the engine revs up to the maximum power range at full throttle, while the speed decreases at constant speed with the accelerator pedal released. The result is a "rubber band effect": First the speed increases, then the speed. A "slow speed" and a "kick-down" function were also implemented via the additional pneumatic control. In addition, the engine braking effect was activated by “downshifting” via the brake light contact. In contrast to conventional automatic transmissions, these built-in under the rear seat variator was not a converter combined, but with a centrifugal force-actuated single-plate dry clutch min at 1,750 ^-1 produced the force fit. There is therefore no "tendency to creep" with this gear unit. A curiosity about this type of transmission is the fact that it is theoretically possible to drive the car backwards and forwards at the same speed. The theoretically higher efficiency of such a drive, which can be matched to the operating range in which the engine works particularly efficiently, is lost again because the efficiency of the V-belt drive is poor. There is no form fit due to meshing gears, but only a force fit due to the contact pressure of the rubber belts on the metal surfaces of the conical pulleys, with constant slight slip. Not least because of this, the Variomatic version of the 300 series consumes more petrol on average than the version with manual transmission introduced later. Nevertheless, the differences in performance between the Variomatic and manual transmission versions, especially in terms of acceleration, were smaller in the Volvo 340 than between the same-motorized automatic and shift versions of other cars of the time. In the interior, too, the new model clearly showed its DAF origins. The brown dashboard with the orange display instruments barely showed any family resemblance to the larger Volvo models.

In addition to initial quality problems, the Variomatic in particular, with its unusual driving behavior, initially slowed down sales despite its advantages. Regardless of the losses incurred by the Dutch Volvo factory, it was not until autumn 1978 that Volvo also offered the 343 with its own 4-speed manual gearbox M45R , which was installed on the rear axle with the differential. This caused the sales figures to skyrocket rapidly. The sales share of the 340 with Variomatic fell to 15 percent by 1982, but the gearbox was still offered in conjunction with the 1.4 liter engine until production was discontinued.

Volvo 343 L (1979)

A redesign of the interior in the fall of 1977 brought seats from the Volvo 242 and a black dashboard. The layout of the instruments was now based closely on the larger Volvo 242/244, and the heating controls were now also from there.

The introduction of the five-door Volvo 345 in autumn 1979 brought a further step forward. The equipment lines were also diversified. At first there were only the 343 L (basic equipment) and 343 DL ("De Luxe") lines, but 345 DL and 343/345 GL ("Grand Luxe") with details such as colored glazing and seat heating were added. In addition, Volvo Germany tried to get away from the image of the tired automatic vehicle for older people. For this reason, the renowned vehicle tuner Oettinger commissioned a special model of the 343 DL limited to 125 copies, which Oettinger equipped with a new crankshaft and a revised cylinder head. The engine, which was increased to 1.6 liter displacement, now developed 90 hp (66 kW) and accelerated the 343 to a maximum of 165 km / h. Despite the price of almost 19,000 marks, the model was quickly sold out.

In the fall of 1980, the 300 series was extensively revised with the 343/345 DLS and GLS. The bumpers now reached the side of the wheel arches. The engine was a B19A four-cylinder engine from Volvo with 1986 cc and 95 hp (70 kW). It was equipped with a timing belt-driven, overhead camshaft, cross-flow cylinder head and Stromberg flat-flow carburetor. This machine could not be combined with the Variomatic transmission because the belt drive would not have been able to cope with the torque of the motor.

The body was modified: Since the spare wheel no longer fit in the engine compartment, the 45-liter tank under the trunk floor gave way to a spare wheel recess and was relocated together with the gearbox under the back seat in a crash-proof manner. This made it possible to enlarge the tank to 57 liters. In addition, the clutch and transmission were connected with a rigid tube in which the transaxle shaft ran, which reduced vibrations and improved shift control. Thanks to the modifications, the optimum weight distribution of 50 percent on the front and rear axles was retained, even if the heavier engine and the wider tires led to the desire for a power steering system that was not available at the time. These characteristics distinguish all 2-liter models, designated as 360 from autumn 1982, from the other 340s. The standard tachometer on these models documented the sporty demands. In this and the following model year there was also a limited series R-Sport , which looked a little different and contained a modified B19 engine with two Solex 40 ADDHE double carburetors, sharper camshafts, sports exhaust and other modifications, resulting in 123 hp (90 kW), an acceleration from 0 to 100 km / h in about 10 seconds and a top speed of 185 km / h. This tuning kit was also offered for retrofitting other Volvo 340/360 with a 2 liter engine and carburetor.

The largest external facelift took place in the summer of 1981. Instead of the round ones, the 343/345 now received rectangular broadband headlights, a different radiator grille and a front spoiler integrated into the body. The 1982 model year is thus an intermediate model: Outwardly, these models are similar to the later models, but the interior was still similar to that of the Volvo 244 before its major revision in autumn 1980.

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  Volvo 345 DL (1981-1982)

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  Rear view

340 (1982-1991)

For the 1983 model year, which began in August 1982, Volvo dispensed with the number of doors in all series. The models 343 and 345 became uniformly the 340. The versions with the 1.4-liter Renault engine ran under this designation. At the same time, they received a completely new interior, which made the series more independent: the dashboard and door panels were now made of gray, foamed plastic, which looked high-quality in the compact class for the time, as well as new display instruments. At the same time, the GL models received the new M47R 5-speed manual transmission as standard, which made the car livelier and more economical in combination with a slightly shorter overall ratio. The variator was still available and enjoyed a relatively small but stable share in the series, whose best-selling year was 1983.

In the summer of 1983, a notchback version of the 340, derived from the four-door version of the 360 ​​presented for the first time a year earlier, was added to the range.

In autumn 1984, the 1.4-liter engines received modified valve seats, which now enabled unrestricted lead-free operation, as well as an electronic Renix ignition.

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  Volvo 340 DL (1982-1985)

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  Rear view

The 340 underwent a final facelift in September 1985. The models received larger bumpers; the side indicators moved from the front fender to the bumpers, the taillights received smaller, square reversing lights with integrated license plate lights (previously in the bumper) and the hatchback versions received a window with a narrower frame that was glued to the tailgate. In addition, two new engines were offered: a 1.7-liter light alloy gasoline engine with 80 hp (59 kW) from Renault (B172K with overhead camshaft, Heron cylinder head , carburetor and oxidation catalytic converter) and, for the first time, a 1.6-liter diesel engine with 54 PS (40 kW). This was also supplied by Renault. From model year 1986 onwards, all 340s from the DL version had a five-speed gearbox as standard, with the exception of the three-door basic model with a 1.4-liter engine.

In 1986 the first catalytic converter versions came onto the market in various markets. Initially with an oxidation catalytic converter, later also with an unregulated 3-way catalytic converter (B172K with 1.7 liters and 80 PS (59 kW), B14.4E with 1.4 liters and now 68 PS (50 kW)). Different legal regulations in different countries quickly forced a hard to keep track of and therefore a large number of different versions. A regulated catalytic converter that would have entitled to the green environmental badge was never offered in the 340. All of the petrol engines mentioned here are equipped with carburetors and a manually operated choke.

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  Volvo 340 three-door (1985–1991)

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  Volvo 340 Sedan (1985-1991)

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  Volvo 340 five-door (1985-1991)

360 (1982-1989)

In August 1982, the Volvo 360 appeared as the top model of the 300 series - a further developed version of the 343/345 DLS / GLS. It received the same new interior as the 340 series. The name does not strictly correspond to the nomenclature used by Volvo at the time, in which the "6" in the second position of the model name was otherwise for a six-cylinder engine. However, this made it clear that these models had the large two-liter Volvo engines, a modified body and were better equipped than the 340 models. Five-speed gearboxes, tachometers and tinted windows were always part of the standard equipment:

• The 360 GLT ("Grand Luxe Touring") was offered as a sporty model . It received a revised two-liter engine with an overhead camshaft driven by a toothed belt, with Bosch LE-Jetronic (B19E) and 115 PS (85 kW) and the new five-speed M47R gearbox, a short final ratio and a chassis with gas pressure shock absorbers and a slightly lower ( 15 mm) body. With aerodynamic aids on the body, the drag coefficient could be reduced to below 0.4. The 360 ​​GLT accelerated from 0 to 100 km / h in 10.5 seconds and ran 185 km / h.
• At the same time, the B19A engine with carburetor in the 360 ​​GLS was throttled from 95 to 90 hp (70 to 66 kW) in order to maintain the distance to the top model. This was associated with a lower insurance rating and a reduction in consumption.
• From summer 1983 the 360 ​​was also available as a notchback model 360 GLE ("Grand Luxe Executive"). It had a B19E engine, had a slightly longer gear ratio and had softer suspension, central locking and other comfort features such as velor upholstery, heated seats in the front, reading lamps and headrests in the rear.

The same revisions were made in the 360 ​​series as in the 340 series. In the GLT and GLE models, the now larger bumpers were painted in the same color as the car, except for a rubbing strip. In addition, a new generation of engines with reduced internal friction was introduced in the course of the 1985 model year, as was the case with the Volvo 240 and 740 series. This is externally recognizable by black instead of bare metal valve covers and has three instead of two-digit engine codes: the B19 became the B200. The B200K carburetor versions, produced in numerous market-specific versions, now developed 102 HP (75 kW) with a different carburetor, the B200E with injection now 116 HP (85 kW).

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  Volvo 360 GLT (1982–1985)

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  Rear view

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  Volvo 360 GLE (1983-1985)

As with the 340, there was a facelift in autumn 1985.

The first low-emission versions were introduced in the spring of 1986. The B200EA, designed for 91 octane gasoline, developed 111 hp (82 kW). Thanks to the precise LE-Jetronic, equipped only with exhaust gas recirculation and pulsair system, it enjoyed the same tax incentives in Germany at that time as the simultaneously introduced but more expensive version with regulated 3-way catalytic converter, LU-Jetronic (B200F) and 109 hp (80 kW). For this reason, only a few buyers decided on the catalytic converter variant at the time.

Air conditioning was also offered from autumn 1986. Power steering came into the range in autumn 1987. ABS or airbags were never offered in the 300 series.

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  Volvo 360 GL (1985-1989)

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  Rear view

Selection of technical data from various models

	Volvo 343 DL (1976)	Volvo 345 GLS (1981)	Volvo 360 GLT (1985)	Volvo 340 DL Diesel (1988)
Engine:	water-cooled four - cylinder four - stroke in - line engine
Designation:	B14.0 E	B19A	B200E	D16
Displacement :	1397 cc	1986 cc		1596 cc
Bore × stroke :	76 × 77 mm	88.9 x 80 mm		78 × 83.5 mm
Compression :	9.5: 1	9.2: 1	10.0: 1	22.5: 1
Performance :	51 kW (70 hp) at 5500 min -1	70 kW (95 hp) at 5400 min -1	85 kW (116 hp) at 5700 min -1	40 kW (54 hp) at 4800 min -1
Max. Torque :	108 Nm (11 mkp) at 3500 min -1	150 Nm (16 mkp) at 3600 min -1	156 Nm (16.3 mkp) at 3000 min -1	100 Nm (10.2 mkp) at 2250 min -1
Mixture preparation:	Register carburetor Weber 32 DIR	Constant pressure carburetor Zenith- Stromberg type 175-CD 2	Bosch LE-Jetronic	Rotodiesel pump, vortex chamber
Fuel:	Super leaded (RON 96)	Super (at least 96 RON)	Super plus (98 RON)	diesel
Power transmission:	continuously variable transmission ("Variomatic")	Four-speed manual transmission on the rear axle	Five-speed manual transmission on the rear axle
Front suspension:	MacPherson struts , wishbones, anti -roll bars
Rear suspension:	De Dion axle on single leaf springs, thrust struts
Steering:	Rack and pinion steering , safety steering column
Braking system:	Front disc brakes, rear drum brakes , servo-assisted, two hydraulic circuits (front / rear axle division)
Construction:	self-supporting sheet steel body
Tank capacity:	45 liters	57 liters		46 liters
Turning circle:	9.2 m	9.35 m	9.35 m	9.35 m
Dimensions L × W × H:	4205 × 1660 × 1390 mm	4235 × 1660 × 1390 mm	4300 × 1660 × 1370 mm	4320 × 1660 × 1390 mm
Empty weight:	978 kg	1140 kg	1100 kg	1065 kg
Payload:	422 kg	460 kg	450 kg	435 kg
Top speed:	145 km / h	165 km / h	185 km / h	140 km / h
Acceleration from 0 to 100 km / h:	14.9 s	12.5 s	10.5 s	20.0 s
Price:	13,980 DM * (1976)

* Corresponds to EUR 17,964 adjusted for inflation, the amount has been rounded to full EUR.

Special models

• 343 Touring : front and rear spoiler, decorative strips, door storage pockets
• 340 GLS R-Sport : 90 kW (123 PS), front and rear spoiler, decorative stripes, light alloy rims, low-profile tires 185/60 HR 14
• 340 Diamant (France, 1987): decorative stripes, electric windows, electrically adjustable exterior mirrors
• 340 DL Special on the occasion of 50 years of Volvo
• 340 DL Black Beauty 1.4
• 340 DL Silver Star 1.4
• 340 DL Como (1988): Pacific blue metallic, decorative stripes, tinted windows, stereo radio
• 343 with Oettinger tuning and 90 hp from 1.6 liter displacement
• 343 DLS R-Sport with 123 hp in white paint, rims and bumpers in body color
• 343 GL R-Sport with 83 hp from 1.4 liter displacement
• 340 GL Red Line (1988): smoky silver metallic, decorative strips, rev counter, center armrest in the rear with luggage compartment opening
• 360 GLT RSX2 (Switzerland): front and rear spoilers, decorative strips, radiator grille in body color
• 340 Grand Luxe

landing gear

Due to the transmission ( transaxle design) on the rear axle, a higher proportion of the weight of the Volvo 360 was on the drive wheels than on other rear-wheel drive vehicles. This weight distribution (front engine, rear gearbox) in combination with a De Dion rear axle with 2 ° negative camber offers better road holding than with front-wheel drive models. As a result, the Volvo stood out in the compact class at that time from its competitors VW Golf , Ford Escort and Opel Kadett , but also from the mid-range Mercedes 190 and BMW 3 Series vehicles.

With a Volvo 360, cornering speeds can be achieved that are not always possible even today with other brands and models, even with the aid of a sports suspension. This is demonstrated very clearly by a test video by the Swedish "Trafikmagasinet" about the 360 ​​GLT from 1983, in which the model u. a. is subjected to a double evasive maneuver known as the elk test, which became known in Germany when the first version of the A-Class fell over in 1997 and which in extreme cases also showed critical driving characteristics in other vehicles.

distribution

The 300 series was not offered in the USA, but in Australia and New Zealand as well as in Europe. The 300 series was particularly successful in the Netherlands, Great Britain and Australia.

Basically, it was decided to discontinue the series in the mid-1980s. Thanks to the huge success of the 300 series (especially in the Benelux countries, England, France and also Germany) after the facelift carried out in the summer of 1985, the 340 remained in the range as an entry-level model below the new 440 until the summer of 1991 . Production of the 360 ​​ended in mid-1989. In Germany, the last 340 were delivered in mid-1992.

A total of 1,139,700 Volvo 300 series were produced. This is about 100,000 fewer than the 700 series and less than half of the 200 series, which came to over 2.8 million copies.

General

The rust prevention was nowhere near as good as with the model series made in Sweden, but again better than with many competing products. The state of preservation depends heavily on the care and use of the vehicle.

In general, models from autumn 1985 are better protected by a larger proportion of galvanized sheet metal. Neuralgic areas of the body at risk of rust are primarily the outer sills made of thin sheet metal, especially in the front area as well as their transition to the floor pan and also the side members above the rear axle. The front spoiler is also at risk of rust, as two sheet metal layers meet here in the splash water area. Since only a small part of the 360 ​​series was built with a regulated catalytic converter from 1986 onwards, the vehicles of the 300 series have become rare in Germany due to the high vehicle tax for vehicles without a regulated catalytic converter.

The technology is very durable. The Renault engines achieve very high mileage, the two-liter engine from Volvo in the 360 ​​is considered to be almost indestructible if properly cared for. However, it is important to ensure that all engines except the 1.4 liter with timing chain have timing belt driven camshafts. None of these engines (1.7-liter, 2-liter and diesel) is a "free runner". If the timing belt breaks, the piston and valves collide, causing engine damage.

In Renault engines, the carburettors sometimes cause problems. The most uncomplicated of the 1.4-liter is the B14.3 E with 64 HP and a simple Solex downdraft carburetor, only offered in the first half of the 80s in the basic 340/343/345 L / DL models. The other versions with Weber register carburetors and 68 to 72 hp tend to leak at the insulating flange between the carburetor and the intake manifold. The screws loosen due to vibrations, over tightening then warps the flange and the motor draws in secondary air. The attachment of the air filter is also likely to loosen due to vibrations. The only remedy is to insert the screws with screw locking.

The optimally adjusted, very economical and powerful 1.7 liter has a Solex carburetor, which is said to have driven many a workshop to despair. Solex experimented here with plastic components that leak with age and make precise adjustment impossible. There is, however, a conversion kit that can be installed for satisfactory operation. Later years of all engines have a contactless Renix ignition, which works reliably in itself, but whose connector should be clean and tight.

The 2-liter injection engines are considered to be the easiest to care for. The injectors, however, have an auxiliary fuse box on the inside of the left fender, hidden by the battery. It is important to ensure that the torpedo fuses have clean contact. If corrosion on the contacts here interrupts or weakens the current, the injection keeps failing in a seemingly mysterious manner and the car does not start. It should also be noted that only the 360 ​​with B200F engine meets the EURO1 standard and receives a green environmental badge. It is not possible to upgrade to EURO2 using a cold run controller, as is the case with the large Volvo, as these have an incompatible Bosch LH-Jetronic. Regulated retrofit catalytic converters are not offered.

There is little to complain about on the chassis side. A 340/360 has to be tight and precise. If it rocks over bumps, the shock absorbers have to be changed, which are not as durable as the big Volvo cars. The front wheel bearings also don't last much longer than 100,000 km and then draw attention to themselves with loud noises, but they are cheap to replace. The manual transmissions, designed for the torque of the large Volvo four-cylinder B23 / B230, are underutilized in the 340/360 and are therefore very durable.

Contrary to the market situation at the time, the used market in Germany is dominated by variomatic vehicles, as these were often rarely driven by retirees and were very well looked after. That is why there are always top models with astonishingly low mileage - which still only achieve extremely low prices. The spare parts situation, especially for body parts, is visibly tense because there is practically no fanatic scene for the 300 in this country. Apart from the same parts from the Renault and Volvo kits, you sometimes have to go abroad, v. a. looking in the Netherlands. If you are looking for a 360, you should also look abroad in view of the low distribution in Germany.

The variator is better than its reputation despite the sometimes expensive spare parts - the V-belts to be changed every 40,000 km cost around € 400. It makes the 340 surprisingly spirited in the city. The most common defects are vacuum leaks, either in the hoses, the vacuum valve in the engine compartment or the control diaphragms in the transmission itself. If they are leaky, the engine revs too high because the control pressure for the "upshift" is not reached. Switching on the "slow speed" then makes little or no difference. When the ignition is switched on, the control valve should react audibly to various accelerator pedal positions, the slow travel switch and the tapping of the brake pedal. For repairs and regular (!) Adjustment of the V-belt tension, you should definitely visit a workshop that is familiar with this technology, troubleshooting and adjustment. Optimal setting, preferably every 5,000 kilometers, guarantees more performance and less consumption through minimized friction losses. Expensive damage is often caused by improper handling or maintenance. There is a reason why the engine can only be started in "Stage N". If the engine is turned over 1,750 min ⁻¹ in "Level P" (for example with the choke pulled), the centrifugal clutch closes in spite of the blocked gearbox; In this way, quite a few clutches are burned during the special exhaust gas inspection.

Individual evidence

1. ↑ See the development history on the homepage of the Volvo Club Great Britain: http://www.volvoclub.org.uk/prof_300.shtml
2. ↑ See the following demonstration video on a Volvo 340 (transmission cover removed): https://www.youtube.com/watch?v=YHlGM6P8IA8
3. ↑ Lindh: Volvo. From the 20s to the 90s, p. 177.
4. ↑ Archived copy ( memento of the original from October 12, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (Report in Autor, Motor und Sport); http://www.volvo300mania.com/forum-uk/viewtopic.php?f=2&t=4454&start=0 (brochures). 
5. ↑ Volvo 360 GLT - the sporty version of the 300 series . In: ATZ Automobiltechnische Zeitschrift . 1982th edition. No. 12 . Franckh'sche Verlagshandlung, Stuttgart, p. 644 .
6. ↑ [Anonymous]: Pro Environment, in: Via Volvo 2 (1986). Nature takes a deep breath, p. 4–6 (table of low-pollutant versions on p. 6).
7. ↑ Der "Stern", issue 12 of March 11, 1976, p. 183; Volvo catalog ASP / BV 3100-77.
8. ↑ Volvo catalog ASP / BV 9036-81
9. ↑ Volvo catalog ASP / CAR BV 1718-85-2
10. ↑ Volvo catalog ASP / CAR BV 4028-88
11. ↑ Front of a prospectus
12. ↑ https://www.youtube.com/watch?v=ZprpfA3EDPY . The “ moose test ” can be seen from 0:50. The test emphasizes that you can drive the small Volvo very quickly on both loose and solid surfaces and control it perfectly. In addition to praise for the small turning circle and the smooth steering, the poor visibility to the rear is particularly criticized.
13. ↑ Figures from Volvo Car Corporation (Ed.): Volvo 1927–1996, rear end page.
14. ↑ See the detailed information at http://www.marathos.de/volvo/oldtimer/cvt/index.htm .

literature

• Björn-Eric Lindh: Volvo. From the 20s to the 90s. 3. Edition. Stuttgart 1991, ISBN 3-613-01215-4 , pp. 174-177, 194-202, 222-227. (the most detailed documentation from a Swedish automobile historian with access to the archives)
• Christer Olsson, Henrik Moberger: The big book of the Volvo types. St. Gallen 1996, ISBN 3-613-01747-4 , pp. 162f., 174f., Appendix p. V (exact production figures according to model years and versions).
• Christer Olsson: Volvo passenger car. A parade 1927-2000. Eggersriet 1999, ISBN 3-613-02028-9 , pp. 80f.
• Volvo Car Corporation (Ed.): Volvo 1927-1996. Göteborg o.J. ISSN  1104-9952 , pp. 57-70.
• Dieter Günther, Matthias Pfannmüller: Volvo type customer. Passenger cars from 1927. Bielefeld 2007, ISBN 978-3-7688-1927-5 , pp. 74–79.
• Lorenz Kunz: From the 343 L to the 360 ​​GLT RSX2 Zurich 2008, ISBN 978-3-9523241-4-1 .

Web links

Commons : Volvo 340  - Collection of pictures, videos and audio files

Commons : Volvo 360  - collection of pictures, videos and audio files

• Engine data and information Volvo from 1975
• Volvo 340/360 brochures ( Memento from December 16, 2009 in the Internet Archive )