Volvo 300 series

When you think of classic cars from Volvo, which models come to mind? Probably the Amazon, the PV444 and the P1800 ES. Even 240, 740 or 960 are now beyond the status of youngtimers. The 300 series, which was produced in the Netherlands between 1976 and 1991, is often forgotten. Since there was already a 100 series and from 1974 also a 200 series, Volvo chose the next higher hundred series for the new model. However, this series wasn’t designed in Sweden. Instead, it was the final passenger car developed by DAF. A successor to the DAF 66 had been in development since 1970 under the internal code P900. For this purpose, the Dutch were looking for financial backers and technology suppliers. However, exploratory talks with BMW and other manufacturers failed. Finally, the company teamed up with Volvo.

From cooperation to takeover

Since the end of production of the Amazon, the Swedish carmaker only had the large 100 (later 200) and the P1800 ES sports coupé in its program. Together with DAF, the company wanted to return to the market for smaller sedans. To do this, badge engineering based on the P900 was planned. It should first arrive as the DAF 77 and shortly after that also as a Volvo with minor optical retouching. For this purpose, the company shared its experience in body construction and safety equipment with its Dutch colleagues. Due to the oil crisis in 1973, however, DAF got into financial difficulties. Volvo initially tried to compansate for this by buying up 33 percent of the Dutch company’s passenger car production. When that wasn’t enough, they agreed with DAF to take over the entire passenger car division in 1975. Since then, DAF has concentrated fully on trucks. The first step was to integrate the previous DAF 66 into the model range as the new Volvo 66. From the P900 project, Volvo developed the 343 as a new entry-level vehicle by 1976.

Four-cylinder engine from Renault

Since the P900 was already well advanced in development at the time of the Volvo takeover, the Swedes kept the planned engine. This came from Renault and produced 51 kW/70 hp from a displacement of 1.4 liters. Compared to competitors, this performance was quite respectable. Next to that, the engines were very reliable. However, safety features such as side impact protection made for a high vehicle weight. Compared with other compact cars of the era, it was around 100 kilograms higher, which also increased fuel consumption. Initially, quality issues also caused displeasure among the Volvo customers. However, passive safety, ride comfort and roadholding were major plus points. Giovanni Michelotti was responsible for the somewhat unusual shape of the three-door hatchback. This design also gave the car its model designation: 300 series, 4-cylinder engine, 3 doors = 343. The compact car made its world debut at the 1976 Geneva Motor Show.

Initially only with Variomatic

Another detail that Volvo took over from DAF was the continuously variable CVT transmission called Variomatic. Unlike a manual or automatic gearbox, here different pairs of gears don’t provide the transmission between engine and the drive axle. Instead, there are belts on bevel gears that vary their distance from each other and thus continuously simulate different transmission ratios. This adjustment works by means of centrifugal weights and electropneumatic diaphragm cylinders. The driver can only choose between forward and reverse gear, whereby reverse is theoretically just as fast as forward. Starting in the fall of 1978, Volvo offered the 343 with an optional four-speed manual gearbox. This quickly proved to be a sales hit and caused the proportion of new vehicles with Variomatic to drop to just 15 percent by 1982. The continuously variable transmission nevertheless remained in the range until production ended in 1991.

From 1979 also as a five-door 345

Inside, the first Volvo 343s had a brown dashboard with orange instrumentation. This color scheme didn’t match the rest of the models at all, but it did match DAF. In the fall of 1977, a model upgrade took place that gave the car a black dashboard and the front seats from its sister model 242. The heater controls and the now black instruments also came from the larger sedan. Two years later, Volvo added the five-door 345 to the model lineup, and there were now three trim lines, L, DL and GL. Another year later, there was a facelift with new bumpers. Under the hood, the B19A four-cylinder engine from Volvo with 70 kW/95 hp from two liters of displacement was now available as an alternative on request. Due to the higher torque, it was only combined with a manual transmission (initially with four, later with five gears). In addition, the positions of the spare wheel and fuel tank had to be changed for this larger engine.

New model numbers from 1982

In the summer of 1981, Volvo gave the 300 series the most extensive facelift in model history. Instead of the round headlights, angular wide-beam headlights were now used. Between them was a new plastic radiator grille. Below the front bumper, Volvo integrated a front spoiler lip. Modifications to the interior were a year in coming. Grey, foamed plastic formed the door panels and dashboard from August 1982. Once again, there were differently designed instruments. Volvo also changed the designations across the entire model range. The familiar system indicating the number of cylinders and doors was dropped. Instead, the cars with the 1.4-liter Renault engine were now called 340 and those with the larger Volvo engine 360. The latter was now also available as a four-door sedan. This body variant followed a year later for the 340 as well.

Optionally with diesel engine

The last visual changes were made in 1985. The redesigned bumpers were now partially painted in body color, depending on the trim level. In the front bumpers, the side indicators were integrated just in front of the front wheels. These were previously located somewhat unattractively on the fenders. At the rear, new lights with smaller reversing lights stood out. In addition, the rear windows of the three- and five-door models were now glued into the trunk lid. A 1.7-liter, 59 kW/80 hp Renault engine now operated in the 340 as an option. Alternatively, Volvo offered for the first time a 1.6-liter diesel engine with 40 kW/54 hp, which was also purchased from Renault. The more luxurious equipped 360 saw numerous engine modifications over the years, but no alternative powertrains. It remained with the two-liter four-cylinder, which didn’t really fit the 6 in second place in the model designation. The 360 was dropped from the range in 1989, while the 340 continued to be produced as an entry-level model below the 440 until 1991.

Around 1.1 million units

Volvo’s 300 series always enjoyed great popularity, especially in the Benelux countries, France and Germany. Next to them, there were exports to Australia and New Zealand. The compact model never reached the USA. All variants and engines combined, Volvo produced around 1.1 million units. Thanks to long-lasting, reliable technology and relatively good rust prevention compared to competitors, the small Volvo is still impressive today. In particular, the partially galvanized body, which was introduced in the fall of 1985, scores points here. The relatively conservative design is less popular. Since only the 360 was optionally available with a regulated catalytic converter and this version remained rare, rising vehicle taxes in recent years have led to a significant decimation of the stock. The 340 had carburetor technology throughout its life, which meant that regulated catalytic converters couldn’t be installed. And in the 360, the LH Jetronic from Bosch prevents the retrofitting of a cold run regulator and thus the improvement to the Euro 2 emissions standard.

Images: Volvo