Volvo 300 Series

Volvo 343 DL ( 1976-1980 )

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

The series was three or five doors hatchback and four-door notchback offered with optional stepless Vario automatic transmission or manual transmission.

History

Mid-1975 took over the Volvo car division of the Dutch company DAF. There was 1970, the development of a new model under the name " P900 " started; the car should then come under the name DAF 77 on the market. However, DAF needed capital from the outside as well as a supplier for the planned 1.4 -liter four- cylinder engine. After exploratory talks with other automakers, including BMW, Renault had failed and found himself in a position, the 1.3-liter, which was already installed in the DAF 66 further, Volvo acquired in early 1973 a third of the company. Volvo had since the end of production of the P120 Amazon in 1970 with the 140 and 164, only larger and more expensive models in the range and was much interested to participate in the vehicle class in which it had once passed by the humpback Volvo as a major automobile manufacturer feet. Thus, DAF was already in the development phase, the know- how of Sweden in particular in terms of body disposal. Given the market trend Volvo finally took over before the launch of the new model shares the majority of DAF, covering not only the old DAF 66 for Volvo 66 was, but also the planned DAF 77 changed its name to Volvo 343. The now mutated into the smallest Volvo Model biggest DAF stood in the tradition of the brand, which also shows itself to technical similarities to the DAF 66: the Vario Matic, the transmission to the rear axle and the engine of Renault.

At the same time you had with recourse to Volvo's experience numerous safety devices in the body implements (eg side impact protection with tubes in the doors ), so the 340/360 for a compact car of the 1970s quite heavy fell (empty weight in basic configuration with manual transmission approx. 1000 kg) because VW Golf I, Opel Kadett C or Ford Escort Mk II were over 100 kg lighter. In a time when conventional rear-wheel drive with rear live axle except for the VW Golf was still class standard, the 300 series coincided with their ingenious suspension out of the frame, what you after the advent of the compact front wheel drive transverse engine layout the early 80s an exotic status brought. Compared to about equally priced competition of the 340 with its long bonnet, especially outside a half size was larger and the comparison showed pronounced weaknesses ( engine size, fuel consumption, initial processing quality) and strengths ( roadholding, ride comfort, handling, passive safety).

The design of the body was by Giovanni Michelotti.

343/345 (1976-1982)

At the Geneva Motor Show, the Volvo 343 was introduced in March 1976 as a three-door hatchback ( 300 Series, 4 cylinder, 3 doors), the launch began in late summer. The engine of the new model was mounted longitudinally, had 1397 cc displacement, an underlying chain-driven camshaft, Weber carburetor and a power output of 70 hp (51 kW). This Renault externally supplied, even then somewhat antiquated, but reliable and robust 1.4 -liter engines have been revised several times and stayed until the end of production in 1991 in the program. The fact that the appealing from the basic information here for a vehicle of that class compact engine aroused little enthusiasm for motoring journalists, explained mainly by the high vehicle weight, which corresponded more closely to the middle class.

In the beginning was the 343 also offered exclusively with the DAF- Vario -matic transmission. This V-belt transmission was a continuously variable, via centrifugal force and electro- controlled, fully automatic transmission, which required only minimal interventions such as engaging the reverse or forward gear by the driver. The two broad belts run on conical pulleys. The distance between the two halves of each plate may be changed. The front wheel pair of flyweights and carries a pneumatic cylinder, is compressed by the rear springs. The gear ratio is changed by the front wheel pair controlled by centrifugal force pushes together with increasing speed. At the same time the rear pulley is pulled apart by the pressure exerted train. This is complemented centrifugal control by the removed from the intake tract of the engine negative pressure acts on a valve depending on the accelerator position on the pneumatic cylinder, together pushes the front wheels closer or apart suppressed and so lengthen or shorten the translation. The system is similar to the derailleur to a bicycle, wherein the translation changes the rear wheel, by changing the radii of the front chainring and the sprocket. In this way, the engine revs up at full throttle in the area of ​​maximum power, while the speed decreases at a constant speed and withdrawn menem accelerator. The result is a " rubber band effect ": Only the speed increases the speed, then. A "slow gear" and a " kick-down " were also implemented function via the pneumatic auxiliary control. In addition, the engine braking is activated by " downshift " via the brake light contact. In contrast to conventional automatic transmissions this built under the back seat variator was not coupled to a transducer, but with a centrifugally -operated single-plate dry clutch, which established the power circuit at 1,750 min -1. A " creep " is in this transmission, therefore, not available. As a curiosity at this type of gear is considered the fact that it is theoretically possible to drive the cart backward as forward at the same speed. The theoretically higher efficiency of such a drive that can be tuned to the operating range in which the engine operates most efficiently, is lost because of the efficiency of the V-belt drive is so bad. There is no form-fit by interlocking the gears, but a frictional connection by the contact pressure of the rubber belt on the metal surfaces of the conical pulleys. Here is a small slip, and not least consumes the VARIOmatic version on average, more gasoline than the introduced later version with manual transmission. The differences in performance between VARIOmatic and manual version, especially in acceleration are lower than usual between same- motorized automatic and switching versions of other brands in those years at 340. Even apart from the gearbox, the new model showed its origin DAF quite clearly, hardly a family resemblance to the larger Volvo models let the brown dashboard with the orange gauges but recognize.

Except for initial quality problems but slowed especially the variator with their unusual driving behavior despite its advantages, first the sale. Despite the losses, the import, the Dutch Volvo plant, it was not until the autumn of 1978 until the Volvo 343 also with your own 4 -speed manual " M45R " offered, the interlocked with the differential was installed on the rear axle. This left the sales figures quickly skyrocket. The sale of shares of the 340 variator dropped to 1982 to 15 percent, but the gearbox was still offered in conjunction with the 1.4 -liter engine to the end of production.

A redesign of the interior in the fall of 1977 brought seats from the Volvo 242 and a black dashboard. The layout of instruments oriented now closely at the larger 242/244, also came the heating controller from there.

A further step forward brought the introduction of the five-door Volvo 345 in the fall of 1979 The equipment lines were diversifziert. Was there first only the lines 343 L (basic facilities ) and 343 DL ( " De Luxe" ), as were 345 DL and 343/345 GL ( " Grand Luxe" ) with details such as tinted glass and heated seats added. In addition, for example, Volvo Germany tried to get away from the image of tired automatic vehicle that had on the German market so far mainly the originally intended audience of " empty nesters ", so older couples addressed. It was the renowned VW tuner Oettinger a limited edition of 125 copies special edition of the 343 DL in order, which was equipped by Oettinger with a new crankshaft and a revised cylinder head. The thus expanded to 1.6 liter engine now developed 90 hp ( 66 kW) and accelerated to 343 up to 165 km / h The model was despite the price of just under 19,000 Mark sold out quickly.

In the fall of 1980 was offered with the 343/345 DLS and GLS a profoundly revised version. The bumpers now ranged side to the wheel arches. The engine was a B19A four-cylinder Volvo engine with 1986 cc and 95 hp ( 70 kW). He was equipped with toothed belt driven, overhead camshaft, crossflow cylinder head and Stromberg- flat current carburetor. With the variator the big engines were not combined because the belt drive would have been no match for the torque. The body was modified: Since the spare no longer fit into the engine compartment, the 45- liter tank gave way under the boot floor of a spare wheel well and was crash safely installed in the large space under the rear seats, the otherwise would have needed the variator. Thus it could be enlarged to 57 liters. In addition, clutch and transmission were connected to a rigid tube in which the transaxle shaft ran what vibrations diminished and the shift guide improved. Thanks to the modifications, the weight distribution of 50 percent front and rear axle was retained, even if the heavier engine and the wider tires gave rise to the desire for a then non- deliverable power steering. Because of these properties, all 2 liter models, referred from the fall of 1982 as 360, of the remaining 340ern differ. The sporty character of the documented standard on these models tachometer. Moreover, there was in this and the following model year a limited series "R -Sport", which is something looked different and a modified B19 engine with two Solex 40 - ADDHE double carburetors, sharper cam, sports exhaust and other modifications contained what 123 hp (90 kW), acceleration from 0 to 100 km / h in about 10 seconds and a top speed of 185 km / h resulted. This tuning kit has been offered as a retrofit for other Volvo 340/360 with 2- liter engine and carburetor.

The largest external facelift took place in the summer of 1981. The 343/345 were round instead of rectangular wide-band headlamps, a different grille and an integrated front spoiler in the body. The model 1982 thus forms an intermediate model: Externally same these models the later models, but the interior still corresponds the previous models in their similarity to the 244 before its large revision in autumn 1980.

340 (1982-1991)

For the model year 1983, which began in the summer of 1982, Volvo decided not in all model series on the leadership of the door number. Thus, the 340 was from the 343/345 under the 340 series versions ran with the 1.4 -liter Renault engine. They received the same time a completely new interior, which made ​​the series stand-alone: dashboard and door panels now consisted of gray, foamed plastic, which seemed very high quality in the compact class for that time, as well as new display instruments. In parallel, the GL models were fitted as standard, the new 5 -speed manual transmission M47R, which made the car in the composite spriziger and economical with a slightly shorter overall translation. The variator was still available and enjoyed a relatively small but stable part in the series, their strongest sales year was 1983.

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

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

A second and final facelift learned of 340 in September 1985, the models were larger bumpers.; the side turn signal emigrated from the front fender to the bumper, the rear lights were smaller, square reversing headlights with integrated indicator lights ( previously in the bumper ) and hatchback versions one adhered to the tailgate glass with a narrow frame. In addition, two new engines were offered: a 1.7 - liter light-alloy petrol engine with 80 PS (59 kW) Renault ( B172K overhead cam, hero cylinder head, carburetor and oxidation catalyst) now came the first time, a 1.6-liter diesel engine with 54 PS (40 kW ) are used. This was also supplied by Renault. From model year 1986 had 340 all from the DL features a standard five-speed manual gearbox, with the exception of the three-door base model with 1.4 - liter engine.

1986 also also first catalyst versions came in different markets on the market, first with oxidation catalyst, and later with uncontrolled three -way catalyst ( B172K with 1.7 liters and 80 hp (59 kW), B14.4E 1.4 liters and now 68 hp (50 kW) ). Various legal regulations in different markets managed quickly here a little over -looking and thus large number of different versions. A regulated Kat, who was entitled to the green environmental badge was, however, never offered the 340. All petrol engines mentioned here are equipped with carburettors and hand-operated choke.

Volvo 340 Sedan ( 1985-1991)

Volvo 340 five-door hatchback (1985-1991 )

360 (1982-1989)

In August 1982, the Volvo 360 appeared as a top model in the 300 series, a further developed version of the 343/345 DLS / GLS. He received the same new interior as the 340 series The nomenclature does not correspond here in the strict sense of the Volvo logic as the "6 " in 360 should actually stand for six cylinders. Made clear but was thus that these models have the large 2- liter Volvo machines and the associated modified body. They had much better endowed than the 340 models; so counted about five-speed gearbox, tachometer and tinted glass always as standard.

The sporting claim the series was with the new Model 360 GLT ( " Grand Luxe Touring" ) underlined. It received a revised 2- liter engine with Bosch LE -Jetronic ( B19E ) and 115 hp, and the new five-speed gearbox M47R, a short final drive ratio and a slightly lowered suspension with gas pressure shock absorbers. Due to these characteristics, the excellent chassis design made ​​optimal use. The 360 GLT accelerated in 10.5 seconds from 0 to 100 km / h and ran 185 km / h fast; important was the excellent handling.

In parallel, the B19A engine was throttled with a carburetor in 360 GLS from 95 to 90 hp, to maintain the distance to the top model to achieve a lower insurance classification and to reduce consumption. From the summer of 1983, the 360 was also available as a more comfort- oriented sedan model. The 360 GLE ( " Grand Luxe Executive" ) with B19E engine had a slightly longer overall gear ratio and a softer suspension, as well as central locking and other comfort-oriented equipment details such as velor upholstery, heated front seats, reading lights and rear head restraints.

In the 360 series the same revisions were incorporated as in the case of the Series 340 GLT and GLE models, the now larger bumpers were painted to a skirting board in body color. In addition, in the course of the model year 1985 as the big Volvo a new engine generation was introduced with reduced internal friction, recognizable by the black instead of bare metal valve cover and three - instead of two -digit engine codes: the B200 was from the B19. The carburetor versions B200K ( in a variety of market- specific versions) contributed with other carburetor now 102 hp, the injectors B200E now 116 hp.

Just one year later, in the spring of 1986, the first low-emission versions were introduced. Built for 91 octane gasoline B200EA made ​​111 hp and enjoyed thanks to the precise LE -Jetronic in Germany at that time only with exhaust gas recirculation and the pulse air system, the same tax benefits as the simultaneously introduced, but more expensive version with 3- way catalytic converter, LU -Jetronic ( B200F ) and 109 hp, which was not exactly conducive to the spread of Kat version.

Despite their age, the series was constantly optimized. In addition to the in fall 1985 facelift as the 340 was offered from the fall of 1986 also has air conditioning. In the fall of 1987, a power steering came into the program, the 360 improved handling gave. An ABS was never offered in the series.

Volvo 360 GLE ( 1983-1985)

Volvo 360 GLT ( 1985-1989 )

Selection of technical data of various models

* Equivalent to 17,306 euros, adjusted for inflation today. The amount was determined using the template for inflation, rounded to the nearest euro and refers to the last January.

Special models

• 343 Touring: front and rear spoilers, decorative strips, door storage pockets
• 340 R Sport: 90 kW (123 hp), front and rear spoilers, decorative strips, alloy wheels, low profile tires 185/60 HR 14
• 340 Diamond (France, 1987): decorative strips, electric windows, electrically adjustable door mirrors
• 340 DL Como ( 1988): Pacific Blue Metallic, decorative strips, tinted windows, stereo radio
• 340 GL Red Line (1988 ): smoke silver metallic, decorative strips, tachometer, center armrest in the rear seat with trunk opening
• 360 GLT RSX2 ( Switzerland ): front and rear spoilers, decorative strips, front grille in body color

Landing gear

By sitting on the rear axle gearbox ( transaxle design ) weighed the Volvo 360, a higher proportion of the weight on the drive wheels than with other rear-wheel drive vehicles. This weight distribution ( front engine, rear transmission ) in combination with a De Dion rear axle with 2 ° negative camber offers a better road than in front-wheel drive models. The Volvo raised thereby from the former compact class of its competitors VW Golf, Ford Escort and Opel Kadett, but also of the middle class vehicles Mercedes 190 or BMW 3 Series.

With a Volvo 360 succeed in cornering speeds that are even now other brands and models, with the help of a sports chassis not always possible. Very clearly demonstrated this is a test video of the Swedish " Trafikmagasinet " about the 360 GLT 1983, in which the model among other things, a putative elk test, double evasive maneuver is subjected, which became known in Germany through the overturning of the A-Class in the first version in 1997 and also with other vehicles in extreme cases pointed critical driving characteristics.

Distribution

The 300 series was not offered in the U.S., but in Australia and New Zealand as well as in Europe. Particularly successful in the 300 series was in the Netherlands, the UK and Australia and exhibited there also a real competitor to the VW Golf dar.

Basically, a setting of the series was decided in the mid- 1980s. Thanks to the huge success of the 300 series (especially in the Benelux countries, Great Britain, France and Germany ) according to the conducted in the summer of 1985 facelift, remained the 340 as the entry model below the new 440 but until the summer of 1991 in the program. Production of the 360 was already completed by mid- 1989.

The last 340 were delivered in mid-1992 in Germany. A total of 1.1397 million Volvo 300 series were produced, which is about 100,000 copies of the series less than 700 and less than half of the 200 series, which came to more than 2.8 million copies.

General

The rust prevention was not nearly as good as those produced in Sweden, but again better than many competing products. The condition is therefore highly dependent on the maintenance and operation of the craft.

Generally models from the autumn of 1985 are better protected by a greater proportion of galvanized sheets. Neuralgic stainless vulnerable areas of the body are mainly the outer sill of thin sheet metal, especially in the front area as well as her transition to the bottom plate, and further the longitudinal beams on the rear axle. The front spoiler is also stainless vulnerable as to meet here two layers of sheet metal in the splash zone on each other. Moreover, since only a small part of the 360s built from 1986 with regulated catalytic converter, the vehicles of the 300 series because of the high road tax for vehicles without a regulated catalytic converter in Germany have become rare.

The technique but is very durable. The Renault engines achieve very high performance, the two- liter engine in the Volvo 360 is considered almost indestructible with decent care. However, it is important to ensure that up to the 1.4-liter ( with timing chain ) have all engines timing belt driven camshafts and none of these engines ( 1.7 liter, 2 liter and diesel) a " free runner" is. When timing belt crack so there is by collision of pistons and valves an engine failure. The Renault engines the carburetor sometimes make trouble.

At the most straightforward among the 1.4 - liters, the B14.3 E is 64 hp and easy Solex downdraft carburetor, offered only in the first half of the 80s in the basic models 340/343/345 L / DL. The other versions with Weber carburetor and 68 to 72 hp prone to leaks in the insulating flange between the carburetor and intake manifold. The screws vibrate going to over-tightening will warp the flange and the engine pulls secondary air. Just as soon loosened by vibration mounting the air filter. The only remedy is the insertion of screws with screw.

The optimally adjusted very economical and torquey 1.7 -liter has a Solex carburettor, so drove some workshop to despair. Solex exploring and plastic components that leak through aging and make precise adjustment impossible. But there is a conversion kit, which should be installed for satisfactory operation. Subsequent vintages of all engines feature a contactless Renix ignition, which works reliably in itself, the plug should be clean and tight though.

Naturally, the 2- liter injection are easy to care most preferred. However injectors have an auxiliary fuse box inside the left fender, hidden by the battery. Here it should be ensured that the torpedo fuses have clean contact. Interrupts or weakens corrosion on the contacts here the stream, sets the injection on seemingly mysteriously always back out and the car will not start. It must be remembered also that only the 360 with B200F engine meets the EURO 1 standard and receives a green environmental badge. An upgrade via air systems on EURO2 like the big Volvo is not possible, because they have an incompatible Bosch LH -Jetronic. Regulated retrofit catalysts are not offered.

Chassis side, there is little to complain about. A 340/360 must be taut and precise. He rocks over bumps, the shock absorbers need to be replaced, which are not as durable as the big Volvo. The front wheel bearings do not last much longer than 100,000 km and draw attention to themselves by loud noises, but are cheap to replace. The gearbox, designed for the torque of the big four-cylinder Volvo B23/B230 are underutilized in the 340/360 and therefore very durable.

The second-hand market in Germany is contrary to the then market situation of Variomatik vehicles dominated, as these were often tinted in pensioners owned and very well maintained, so keep coming up top specimens with amazingly low mileage, get the still extremely low prices. The Parts situation V.A. for body parts is increasingly tense, because in this country there is virtually no lover scene for the 300. Aside from equal parts from the Renault and Volvo modular sometimes you have abroad, especially Search in the Netherlands. Anyone looking for a 360, you should look in the face of limited distribution in Germany also abroad. The variator is despite some more expensive spare parts ( such cost every 40,000 km to changing fan belt about 400 € ) better than its reputation, making the 340 in the city surprisingly spirited. The most common defects are vacuum leaks, either around the tubes, the vacuum valve in the engine room or the control membrane in the transmission itself If they are present, the motor turns too high, because the control pressure for the "upshift " is not achieved. The connection of the "slow gear" then makes no or little difference. The control valve should react audibly to different accelerator pedal positions, the low-speed switches and tapping the brake pedal with the ignition on. For repair and regular (!) Setting the belt tension you should definitely go to a shop that is familiar with this technique, with troubleshooting and adjustment. Optimum setting, ideally every 5000 km, guaranteeing more power and less consumption by minimizing friction losses. Expensive damage often caused by improper handling or maintenance. Thus, the engine can not be started in "Level N" for no reason. If the motor is rotated in " Level P " over 1,750 min -1 ( at about choke activated ), centrifugal clutch closes despite blocked transmission; in this way for so many clutch is burnt in the exhaust emission test.