Volvo 340 For Sale

Volvo 300 Series From Wikipedia, the free encyclopedia Jump to: navigation, search This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (February 2008) Volvo 300 series Manufacturer Volvo Cars Production 1976–1991 Assembly Born, Netherlands , Göteborg, Sweden Predecessor Volvo 66 Successor Volvo 440 Class Compact Body style(s) 4-door saloon 5-door hatchback 3-door hatchback Layout FR layout Designer Giovanni Michelotti Volvo 360 side profile The Volvo 300 series is a rear wheel drive automobile sold as both a hatchback and (later) a conventional saloon from 1976-1991. It was launched in the Netherlands shortly after Volvo acquired a major stake in the passenger car division of DAF in 1973. The series consisted of the Volvo 340 (initially badged as the 343/345) and the later Volvo 360. The 300 series was unusual in having the gearbox mounted over the rear axle (which was of the De Dion tube type), with the 360 having the driveshaft enclosed in a "torque tube". The rear-mounted gearbox helped with weight distribution but resulted in an unusually large transmission tunnel, especially by comparison with then-contemporary front wheel drive competitors such as the Mk. III Ford Escort and the Opel Kadett.[citation needed] Overall, the 300 series was considered heavy and unrewarding to drive but reliable and safe by the standards of its day. However, early 360GLT versions were well regarded by more enthusiastic drivers, with the unusual gearbox location ensuring good weight distribution and unusually good balance and traction.[citation needed] Contents 1 Origins 2 Model chronology 3 Engines 4 Reputation and popularity 5 Top Gear 6 The Volvo 300 Series in motorsport 7 References 8 External links [edit] Origins After building a series of compact cars, DAF sought a partner to bring its new larger model, codenamed P900 and intended to become the DAF 77, to market in 1970. Several manufacturers were approached, including Audi, BMW, and Volvo. Volvo was not originally interested due to the cost, but they were later persuaded by DAF's access to Renault engines. This helped Volvo expand its model line-up without the large expenditures associated with developing a new model. Building cars in the Netherlands also helped the Swedish Volvo to access the markets of the EEC, of which Sweden was then not yet a member. Volvo purchased a one-third share in DAF in 1973, increasing to a three-quarters stake in 1975; the DAF company's name was changed to Volvo Car BV that year. Free of its passenger car division, DAF's commercial vehicle division, DAF Trucks, still operates today. [edit] Model chronology 343 DL , 1980 model (before first bumper and front facelift) The Volvo 343 was introduced in 1976. DAF had already begun development of this car as a replacement for the Volvo (previously DAF) 66. It was fitted with a 1.4 litre Renault engine in the front and DAF's radical Variomatic continuously variable transmission unusually mounted in the rear, helping weight distribution. A conventional manual transmission from the 200 series was made available in 1979. A five-door model, the 345, was added in 1980. In around 1980 also larger wrap around bumpers were introduced. 1981 saw the addition of an additional engine option, the 2.0 litre B19A unit, again from the Volvo 240. A revised bonnet, grille and front lamp arrangement and slightly different wings signalled a facelift in 1981, which also gave the car a new dashboard and revised interior. 360 saloon, 1985 model (before facelift) The third digit designating the number of doors was dropped from model designations in 1983. The 360 arrived that year with two 2.0 litre engine choices, the 92 bhp (69 kW) B19A and the 115 bhp (86 kW) B19E, also from Volvo. This 2-litre 360 model was available in five-door and three-door hatchback form, with four-door saloon models added in 1984. In around 1985 a further facelift was introduced. Amongst other small changes, wrap-around body coloured bumpers with the indicator repeaters attached to them were fitted. Instrumentation changed from Smiths units to VDO. The older Volvo red block engines in the 360 were upgraded to the low friction B200 unit. Capacities and outputs remained much the same. The carburettor version was designated B200K and the Bosch LE-Jet fuel injected version is known as the B200E. From 1987 on, incremental improvements in features and emissions control were made. Production of the 300 series ended in 1991, despite the fact it was supposedly replaced by the Volvo 440 in 1987. A famous advertisement for the 300 series in the late 1980s saw a crash test dummy "come alive", and drive a 340 out of a second floor factory window, nose-diving into the concrete ground. [edit] Engines The 300 Series had a choice of three petrol engines; a 1.4, 1.7, and a 2.0-litre. The 1.4 litre B14 was a Renault C-series OHV pushrod unit, and for the 360 there was the B200 2.0-litre engine taken from the Volvo 240 with outputs varying from 95 bhp (71 kW) to 112 bhp (84 kW). A new Renault F-series 80 bhp (60 kW) 1.7 litre petrol engine (designated the B172) was introduced in the 340 during the late 1984 range facelift, along with a 340 version of the saloon, which was only available with the new engine. Volvo 360 GLT 1987 and 1988 A diesel engine for the 360 developing 55 bhp (41 kW), was only available in certain markets and was added to the 340 models in 1986. This diesel was a RenaultF series like the petrol 1.7, and was available with a 1.5(?)-litre non-turbo engine only. These diesel models were never offered in right-hand drive form, and hence were never officially exported to right-hand drive markets such as the UK. Volvo also experimented with LPG tanks, a feature of which was made available in 1979 with the Volvo 343 and 345 but they were limited in LPG availability. [edit] Reputation and popularity [original research?] Like other Volvos, the 340 embodied many ground-breaking safety features which have since become standard on most cars.[citation needed] While the car was fundamentally robust, the detail build quality was never up to the same standard of Volvo's larger, Swedish-built models, coupled to the fact that the early Variomatic cars proved to be particularly troublesome.[citation needed] The Volvo badge however ensured that the car had a strong middle-class following (often as a second car) particularly in the UK in the 1980s, regularly making that country's top annual 20 sales tables for that decade, and they are still fairly common in the UK 15 years after production ceased. They are robust and mechanically simple (and therefore easy to maintain). Even the unpopular Variomatic transmissions are reliable given proper care. The rust protection was poorer than other Volvos, but the engines (especially the 1.4 and 2.0s) were quite durable. An unusual feature of the car's design is the geometry of the rear axle. Two degrees of negative camber on the rear de Dion axle produces a similar stabilising effect as the expensive and complex Weissach axle launched by Porsche a year after the launch of the Volvo 343. The inherent stability of this design made the car popular with caravan owners, being voted Tow Car of the Year in 1985.[citation needed] The Renault-sourced 1.7 litre engine suffers from a well-known problem where the carburettor mounting flange warps due to engine heat, causing a small air leak and subsequent running problems. This is easy, if expensive, to fix. The Volvo 300 has experienced something of a renaissance in recent years with a number of very active websites across Europe. A strong, young following has developed attracted by a rear wheel drive car which is very cheap to buy, insure and relatively easy to work on. In the UK, despite being unsuitable for professional drifting, because of its low price, many 300s has found its popularity amongst the amateur drifting community known as "trampdrifting" which old bangers are modified to drift at a minimal cost and is discarded once it reaches its end of life. It featured among the top 10 most popular new cars in the UK in 1982, 1983 and 1984, and was one of the UK's most popular imported cars of the decade. It was not sold in North America. The Volvo 360GLT only was introduced in Australia and New Zealand during 1984, and lasted until 1987. [edit] Top Gear Top Gear co-host Jeremy Clarkson has a long hatred for the 340. In A 1992 episode as a preamble to a road test of the then-new Volvo 850, he has one destroyed in a scrap metal shredder.[1] In another episode, he intentionally crashed one against a tree as he pointed out Volvo's reputation for safety.[2] [edit] The Volvo 300 Series in motorsport Despite the 'geriatric' image the 300-series has gained over the years, it has had quite some successful appearances in motorsport. For instance, a heavily tuned version (using alpine/gordini cross-flow engines bored to 1770 cc) was driven by Per-Inge Walfridsson to win the European Championship of Rallycross in 1980. In the UK, several Volvo 360 GLT models can be seen in action on Road-Rally events. The Volvo 360 GLT also participated in a 24 hour endurance record breaking run at the Surfer's Paradise raceway in Queensland, Australia to showcase the introduction of the model down-under in 1984.[3] This exact same Volvo 360 GLT car was later converted to rallying specifications and participated in many Australia rally events and is still running in 2009 as a rally car. In more recent years, the 360 series has been used in a dedicated racing class at the circuit of Zandvoort (former F1 circuit), called the "Volvo 360 Cup" (www.volvo360cup.nl) Another field of motorsport where the 300 series has become popular in recent years is amateur drifting due to their rear-wheel-drive suitability and fairly cheap cost.[4][5] [edit] References Matras, John. Illustrated Volvo Buyer's Guide. Osceola, WI: Motorbooks International, 1993. ISBN 0-87938-713-0. ^ "Broadcast Yourself". YouTube. 2009-10-31. http://www.youtube.com/watch?v=8YflpBA2KCE. Retrieved 2010-06-26.  ^ "Broadcast Yourself". YouTube. http://www.youtube.com/watch?v=PBQKwmDyMpU. Retrieved 2010-06-26.  ^ "360 Racing in Australia". People.physics.anu.edu.au. 1984-04-24. http://people.physics.anu.edu.au/~amh110/360_racing.htm. Retrieved 2010-10-09.  ^ 14:39. "volvo 360 drift slaggg - Drifting forum". Driftworks. http://www.driftworks.com/forum/drift-cars-sale-private-sales/70736-volvo-360-drift-slaggg.html. Retrieved 2010-06-26.  ^ "Volvo 360 GLT??". Retrorides.proboards.com. http://retrorides.proboards.com/index.cgi?board=general&action=print&thread=73132. Retrieved 2010-06-26.  [edit] External links Volvo 360 Cup (Dutch) Volvo 300 at the BBC "Hitch-hiker's guide to the Galaxy" website] Volvo 300 Club website (Dutch) Volvo 300 mania website v • d • e « previous — Volvo Cars road car timeline, 1960s–present Type 1960s 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Small family car 544 66 340/360 C30 Volvo 440/460/480 S40 S40 S40 Compact executive car Amazon / 120 / 130 S60 S60 / V60 140 240 850 S70 Luxury car 740 940 S80 S80 164 760 960 S90 260 Sport P1800 1800S 1800 E 1800 ES 242 GT 240 Turbo 850 R S/V70 R S60/V70 T5 S60/V70 R Coupé 262C 780 C70 C70 Estate car V40 V50 145 240 850 V70 V70 V70 Duett 740 940 V90 Crossover XC60 XC70 XC70 XC70 XC90 || The Volvo Owners Club For All Volvo Enthusiasts FOR ALL MODELS OF VOLVO CAR • FOR ALL AGES OF VOLVO CAR PROFILE ON THE VOLVO 340 and 360 JOIN VOC Homepage About Us Car Information Car Insurance Magazine Members Pages Parts and Services Web Site Search OTHER PAGES Volvo MotorSport Caravan and Camping Towing Tips Tow Bar Electrics Club Information Activities Contact Us Merchandise News Rallies Regional Sections Forums Forum Introduction Go To Forum Sales and Wants Gallery High Mileage Club FAQ Official Volvo Register Unofficial Listings History of Volvo Links Directory Miniature Models Safer Driving Tips Technical Technical Newsletter Volvo Press Information Volvo Wallpaper Site Map Profile on the Volvo 340 and 360 Peter Neville and Jim Beech Paradoxically, the story of the 340 does not begin with Volvo at all. Volvo has only occasionally held a controlling interest in the company producing 340s, and we owners might have found ourselves members of the BMW Owners' Club instead. Almost at the same time as the first Volvos appeared around 1927, two Dutch brothers named van Doorne were founding an agricultural machinery workshop. Thirty-odd years later, in 1958 (by when the Volvo 444/544 was well established), the brothers launched their first motor car. A far cry from how it would be today, their car was in gestation for just three years, and its revolutionary transmission, used in every car they made, was a total surprise at the launch. Over the years, two air-cooled models were developed (plus van and pick-up derivatives) and one Renault-engined water-cooled model, and by 1970 the brothers were producing 70,000 cars per annum in their van Doorne Automobiel Fabriek in the Dutch town of Born. In that year they decided to speed up their plans to go to 200,000 cars per annum by finding a partner; meanwhile they would keep their existing range going as long as possible and would drop all of their development programme except for their Project P900. (For P900, read 340!) The first P900 design sketches (January 1970) showed a 4-metre 2-door saloon with estate and coupe variants powered by 1.1 and 1.3-litre engines on a 2.35m wheelbase. This notion was soon rationalised into one model, a 3/5-door hatchback, which would be launched in 1975, become the van Doornes' sole model and remain in production for eight or ten years. In April 1971 scale models designed by Michelotti, Provoost (staff), Bertone and de Vries (staff), identified simply as A, B, C and D, were displayed to employees, who voted for D (de Vries). When the de Vries model was also found to fare better in the windtunnel the others were dropped. But meanwhile, the search was on for a suitable partner to share in the P900. In 1970, the brothers had exploratory talks with Volvo, whose car production was twice the number and four times by value that of the brothers. Remarkably, both companies exported 75% of their output. At that time, Volvo was unique in producing a single basic model in large numbers in the upper price level, and wished to diversify downwardly. In many other ways, too, Volvo would be a suitable partner, but Volvo could not finance the brothers' development on top of its own. Another problem was that, while Volvo dealers in the USA were keen to have the P900, the negotiators on both sides (correctly) guessed that the USA's safety and emission regulations would keep the P900 out. The brothers' discussions with Ford, Peugeot and General Motors (Antwerp) were unfruitful for various reasons. VW did consider the P900, as an entry-level Audi. Nissan considered assembly in Born and joint marketing, while Chrysler considered joint marketing of its Rootes models through the brothers' European sales network. BMW showed considerably closer interest in 1971. The van Doornes' chief design engineer ruefully commented that, as a Francophile with a Danish wife, he would have preferred the Scandinavian-Dutch-French connection of Volvo-van Doorne-Renault than having to hobnob with German engineers who enjoyed nothing more than to boast of their contribution to the V1 rocket. At 160,000 cars, BMW was reaching its production capacity and considered producing the BMW Touring 2002 fastback in Born. And BMW could rapidly develop a 1.4 litre engine for the P900 by downsizing its 1961 1.5 (later stretched to 1.6-1.8-2.0), thus slotting the P900 neatly below the new small BMW 1.6 which was then under development. The BMW stylists wanted to move the P900's transmission from the rear axle to the engine compartment (which would have critically lessened the weight on the rear axle) and to lower the boot line (generating aerodynamic lift on that same-axle). However, before these ideas could be put into effect, the BMW initiative ran into problems, principally because BMW's cash position would not let it put enough money into the P900, and BMW's engine production capacity could not be enlarged enough by 1975 to produce the 1.4. In 1972, Renault, who were already supplying their 1.1/1.3 engine to the brothers, made the unexpected and welcome announcement that this engine could just be stretched to 1.4 for the P900. This news restored the attractiveness of Volvo to the van Doorne Automobiel Fabriek (note the initials), and in September of that year all speculation about a BMW-DAF link- up was terminated by al1 of official announcement that Volvo would take a one-third share in DAF-Car on 1.1.1973. During this two-year hiatus the P9OO team was able to make good progress, but with the choice of partner resolved and following a shake-up at DAF-Car, the new management at DAF-Car started to have self-doubts about every aspect of the P900 - should it not perhaps be shorter, or longer, or more sporty, or 4-door, or styled after all by one of the famous design studios instead of by DAF staff.... Arguments raged and led to DAF commissioning a rival design from Trevor Fiore, who came up with a youthful-sporty model. Volvo's opinion being that car buyers were becoming less fashion-minded and more rational, Volvo indicated their preference for the de Vries model, but as minority shareholders they refrained from imposing their will outright on DAF. Just when Fiore had completed his high-fashion design at the end of 1972, however, low air resistance started to become a selling point, and as the de Vries model had already been successfully tested in the windtunnel (routine practice at DAF since 1956) and also had more timeless styling, DAF decided to persist with it and dropped the Fiore design, much to Volvo's relief. At 4.2m long with a 2.4m wheelbase, the final design as reached in 1973 remained faithful to the original concept, with (as in all previous DAF’s) rear-mounted rubber-belt stepless automatic transmission driving the rear wheels as the sole transmission option. The 2.4m wheelbase was the maximum possible before a split prop shaft with intermediate bearings would be needed and the wheelbase/length ratio was determined by roadholding and skid-correcting considerations. In 1975 Volvo acquired a majority shareholding, the van Doorne family sold out completely and the company was renamed Volvo Car. (van Doorne continued in business as a truck manufacturer and an automotive transmission manufacturer and today supplies steel-belt-drive transmissions for the Volvo 400 series (sic).) Volvo's input to P900 from 1975 onwards resulted in important improvements mainly related to safety (bumpers, safety-belts, windscreen, etc) and more upmarket finish. And Volvo's price upon launch in 1976 was 17,000 Dutch guilders when DAF had planned to charge 14,000! And so, three years after Volvo acquired their first share in DAF and one year after they took full control, the practical yet distinctive 2½-box notchback shape of the Volvo 340, made in Born, was introduced to the world. Truly it was said "VOLVO CAR IS DAF BORN". And like the ugly, it started life with the odds stacked firmly against it. No choice of transmissionit was DAF's 'rubber band' automatic or nought, and no choice of body style. Production of the 340 was 33,000 in the launch year (1976) and nobody really expected the car to sell well, and it didn't. Not that is, until Volvo widened its appeal with a manual gearbox, the option of more doors and the choice of trim. Production then rose, excepting slight dips in 1977 and 1980 to reach a maximum of 116,000 in 1986. Other versions (5-door, 4-door, 4- and 5-speed manual gearboxes [never contemplated by the original designers, hence the unusual rearward location], 1.7 and 2 litres) were introduced during these years, completing the 300 series range. In 1983, the year's production in Born, at 106,000, at last broke the 99,000 record set by DAF ten years earlier. During this period, Volvo Sweden cut their shareholding in the Dutch operation back to 30%. The Dutch public sector (owners of the other 70%) gained the right to badge their cars as "Volvo" subject to quality and design approval by Volvo Sweden. In March 1988 the millionth 300 was made, but by then production was already on the wane, and the 300 was discontinued after the 1,136,689th on 13 March 1991. This was a metallic-grey grey-upholstered UK-specification belt-drive 340 and thus also the last of some (estimated) 1.16 million rubber-belt drive cars. Dutch Volvo kindly offered me first refusal on it, but on comparison I found I preferred the 1988 gloss white blue-upholstered 340 I already had! Britain proved a strong market for the 300 series, taking (I estimate) 80,000 belt-drive and 300,000 manual examples. (Before that, Britain had taken approximately 60,000 DAF’s, all belt-drive.) Assisted by a keen pricing policy and by a British appreciation of quiet quality above glamour, the 340 reached the "top ten" in British sales for a time. Perversely, it became fashionable in motoring magazines to sneer at the 340. Remarks abounded (and still do today) such as "a parts-bin model", "driven by ditherers", and "clutters up the road". Given that the 340 comes at or near the top of its class in reliability and safety surveys, these journalists' priorities are open to question. Owners are wiser. They enjoy a well-built highly practical car, one of the sturdiest in the small-medium class and giving the impression of a much larger car. This impression is strengthened by the ease of getting into the high-mounted seat, from which one enjoys a commanding view and feels like the king of the road. One is also king of the car park, as the eye-popping 9.2m turning circle allows one to manoeuvre into the most awkward space. While the brakes are featherlight and instant, the steering is not light, the car cannot be thrown around like a sports car and the suspension is harder than average; one can also sense the engine when it is working hard. To me, these are positive and valuable reminders that one is in charge of a car on the public road and not in a cocooned dream watching the scenery pass. The 1.4 engine with its 72hp is modest by 1994 standards for a 1039kg car but, when teamed with the belt-drive transmission as the designers intended and once in its stride, the engine delivers its power seamlessly to accelerate the car with a reassuringly constant engine note. On the road, the steady and predictable handling encourages craftsmanlike driving, thinking ahead, planning one's actions in advance, surely a good habit for road safety. A journey in a 340 is an event and a pleasure in itself. Most cars which have sold over a million and have remained in production for fifteen years have achieved a place in the popular imagination, but strangely not the 340. Yet it is well conceived and soundly constructed and will surely outlast many of its flashier competitors. In future years, the truth will gradually dawn that the 340 is a motoring classic. September 1978: Manual versions became available with a rear-mounted gearbox. January 1980: 345 five-door hatchback introduced. September 1982: Models were redesignated 340DL & GL. 360GLS (carburettor) and 360GLT injection) three- and five-door hatchbacks were launched in the UK with a two-litre engine. May 1985: Previous two-litre GLS hatchbacks were replaced by the GL. October 1985: Three- and five-door hatchback 1.7GL saloon and five-door hatchback 1.7GLE introduced. October 1986: 340GL 1.7 saloon introduced into UK. January 1987: 360GLT saloon launched, in March came the Special Edition 340GLE 1.7 saloon and hatchback. January 1988: 1.7 limited edition Redline Hatchback launched. April 1989: 440 launched and the 460 in 1990 heralded the end of the 300 Series. Consequently from 1989 only 1.4 or 1.7 litre engines produced in hatchback form in either base or GL trim. March 1991: Production ceased. Home | Legal | Contact Us | Members | Join VOC | Search | Site Map Volvo Owners Club Limited® 1962-2010 || The Volvo Owners Club For All Volvo Enthusiasts FOR ALL MODELS OF VOLVO CAR • FOR ALL AGES OF VOLVO CAR MENU JOIN VOC Homepage About Us Car Information Car Insurance Magazine Members Pages Parts and Services Web Site Search OTHER PAGES Volvo MotorSport Caravan and Camping Towing Tips Tow Bar Electrics Club Information Activities Contact Us Merchandise News Rallies Regional Sections Forums Forum Introduction Go To Forum Sales and Wants Gallery High Mileage Club FAQ Official Volvo Register Unofficial Listings History of Volvo Links Directory Miniature Models Safer Driving Tips Technical Technical Newsletter Volvo Press Information Volvo Wallpaper Site Map JOIN THE VOLVO OWNERS CLUB Want to join the Volvo Owners Club or want to know about membership: Click hereto join the Volvo Owners Club. Browse our Events Calendar to see what is going on. 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VOLVO 340 360 BROCHURES Volvo 340 360 Brochures 343 1400cc2636KbDocument date: 1977 343 1400cc2202KbDocument date: 1978 343 1400cc2387KbDocument date: 1979 343 - 345 1400cc2591KbDocument date: 1980 340 B19 Rally Sport Kit Brochure1026Kb1981 "The secret behind the design of your Volvo"340 Series1510KbDated 1981 343DL 343GL - 345DL 345GL - B142709KbDocument date: 1981 343DL 343GL - 345DL 345GL - B14Mini Brochure647KbDocument date: 1982 343DL 343GL - 345DL 345GL - B142717KbDocument date: 1982 340DL 340GL B14 - 360GLS B19A - 360GLT B19E4085KbDocument date: 1983 340DL 340GL B14 - 360GLS B19A - 360GLT B19EMini Brochure1397KbDocument date: 1983 360GLS B19A - 360GLT B19E2348KbDocument date: 1983 360GLE B19A - 360GLEi B19ESaloons2527KbDocument date: 1984 360 Hatchbacks.2402KbDated 1984 340DL 340GL B14 Hatchbacks Mini Brochure914KbDocument date: 1984 340GL Special EditionB14 engine1799KbDated 1984 340 Hatchbacks2519KbDated 1984 340 Hatchbacks(Slightly later publication than above)2510KbDated May 1984 360GLE B200K - 360GLEi B200ESaloons3441KbDocument date: 1985 340DL 340GL HatchbacksB14 Engine2784KbDocument date: 1985 360 Hatchbacks360GLS B200K - 360GLT B200E3207KbDocument date: 1985 340DL 340GL B14 - 340GL 340GLE B172763KbDocument date: 1986 340DL 340GL B14 - 340GL 340GLE B172798KbDocument date: 1986(Similar to above but a few pages are different) 360GL 360GLE B200K - 360GLEi 360GLT B200E3180KbDocument date: 1986 360GL 360GLE B200K - 360GLEi 360GLT B200E3182KbDocument date: 1987 340-360 Press Release**Open access. Not password protected. 340DL 1.4 - 340GL 1.4 - 340GL 1.7 - 340GLE 1.7 - 360GLE 2.0 - 360GLT 2.02140KbDocument date: 1988 340 1.4 - 340DL 340GL 1.4 - 340GL 1.7 - 340GLE 1.7 - 360GLE 2.0 - 360GLT 2.02251KbDocument date: 1989 Alt 1 340 1.4 - 340DL 340GL 1.4 - 340GL 1.7 - 340GLE 1.7 - 360GLE 2.0 - 360GLT 2.02244KbDocument date: 1989 Alt 2 340GLE Special Editions 1.72534Kb 60th Anniversary 360GLT 2.02011KbDocument date: 1987 340GL SE1357KbDocument date: 1985 360GLEi Special Equipment1275Kb 343 345 - Luxe DL GL DLS GLS - Dutch Market740KbDocument date: 1982 340GLE Limited Edition1031Kb 360GLE SE975Kb 340 1.4 SE1057Kb 340GL Redline538KbDocument date: 1987 340 Redline535KbDocument date: 1987 340GL Blueline1999KbDocument date: 1988 340GL Special Edition1179Kb Home | Legal | Contact Us | Members | Join VOC | Search | Site Map Volvo Owners Club Limited® 1962-2010 || You are here > Home > Choose a car > Browse > Home New cars News Choose a car Browse Help me choose Reviews What's it worth? 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