Hubbry Logo
Volvo 300 SeriesVolvo 300 SeriesMain
Open search
Volvo 300 Series
Community hub
Volvo 300 Series
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Volvo 300 Series
Volvo 300 Series
Volvo 300 Series
View on Wikipedia
from Wikipedia

Volvo 300 Series
1990 Volvo 340 GL
Overview
ManufacturerVolvo Cars
Production1976–1991
Assembly
DesignerJohn de Vries[1]
Body and chassis
ClassCompact car / Small family car (C)
Body style
LayoutFR layout
Powertrain
Engine
Transmission
  • 4-speed Volvo M45 R manual
  • 5-speed Volvo M47 R manual
  • CVT
Dimensions
Curb weight
  • 3-door:
  • 959–1,092 kg (2,114–2,407 lb)
  • 4-door:
  • 978–1,097 kg (2,156–2,418 lb)
  • 5-door:
  • 985–1,113 kg (2,172–2,454 lb)
Chronology
Predecessornone
SuccessorVolvo 400 Series

The Volvo 300 Series is a rear-wheel-drive small family car sold from 1976[2] through 1991, both as a hatchback and (from 1984) as a conventional notchback saloon.

It was launched in the Netherlands shortly after Volvo acquired a significant stake in the passenger car division of DAF in 1973. The series consisted of the Volvo 340 (previously 343/345) and the later Volvo 360.

Origins

[edit]
Volvo 360 notchback saloon

After building a series of compact cars, DAF sought a partner to bring its new larger model, codenamed P900, intended to become the DAF 77, to market in 1970. Several manufacturers were approached, including Audi, BMW and Volvo.

Due to the cost, Volvo was not initially interested, but it was later persuaded by DAF's access to Renault engines. This helped Volvo expand its model lineup without the enormous expenditures of developing a new model. Building cars in the Netherlands also helped the Swedish Volvo to access the markets of the European Community, of which Sweden was not yet a member, and it was also because it was not economically viable for Volvo to build a compact model sold at a lower price point in its Swedish plants with the high cost of labour.

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, the commercial vehicle division, DAF Trucks, has continued to operate under the ownership of Paccar since 1996.

Design

[edit]

DAF had begun the development of this car in 1970 as Project P900, initially meant as a replacement for the DAF 66 and due to launch in 1975, probably as DAF 77. In 1971, four designs were presented anonymously to DAF employees: one by Bertone, one by Michelotti, and two by DAF in-house designers. The design by DAF's designer John de Vries (who would later win a similar contest for the Volvo 480 design) was chosen. In 1972, Volvo bought a stake in DAF, followed by a takeover in 1975, and the design was gradually adapted to Volvo's standards, though there were a lot of quality concerns.[1]

The 300 series was unusual in having the gearbox mounted to the De Dion tube rear axle as a transaxle, with the 2 L models 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 the contemporary front-wheel drive competitors, such as the Mk. III Ford Escort and the Opel Kadett E/Mk. II Vauxhall Astra.

Overall, the 300 series was considered heavy and often underpowered, but reliable and safe by the standards of its day.[3] However, the 360 GLT versions were well regarded by more enthusiastic drivers, with the unusual gearbox location ensuring good weight distribution, balance, and traction.[4] The fuel tank was located ahead of the rear axle, straddling the rear-mounted transmission, the safest possible location and one that ensured consistent handling characteristics whether the tank is full or empty.[5]

Model chronology

[edit]
343 DL, 1980 model (before first bumper and front facelift)

The Volvo 343 was introduced on 19 February 1976. The introduction model was fitted with a 71 PS (52 kW; 70 hp) 1.4 L[6] Renault Cléon-Fonte engine in the front and DAF's radical Variomatic continuously variable transmission unusually mounted in the rear, helping weight distribution. The engine was an enlarged version of those fitted to the DAF 55 and 66. To add to the car's appeal and boost its sales, Volvo adapted the M45 manual transmission from the 200 series to fit in place of the CVT, and sold the manual version alongside the CVT models from 1979. Volvo had also by this point substantially redesigned the interior with a much higher quality dashboard; also new seats, steering wheels and various fittings derived from the larger 200 Series model - addressing the heavy criticism of the DAF-designed interior of the early cars. A five-door model, the 345, was added in August 1979 for the 1980 model year. The extra doors added 30 kg (66 lb); other modifications included better brakes, a slightly larger track due to wider wheels, and interval wipers.[7] During 1980 larger wrap-around bumpers were introduced. In 1981, another engine option was added to the range, the Volvo designed B19, which was only available in GLS specs with the manual transmission.

A facelift in summer 1981 for the 1982 model year featured a revised bonnet, grille, front lamp arrangement, and slightly different bumpers. The interior was revised, and the cars received a new dashboard more aligned with other Volvo models. Overall length was increased to 4,300 mm (169 in).

Volvo 345 DL, the five-door version, 1982 model

The third digit designating the number of doors was dropped from model designations starting with the 1983 model year. The rear seat also gained a little more space thanks to a shallower seat pad and a flatter plate beneath it.[4] The more powerful 360 arrived that year with two 2.0 L engine choices, Volvo's 95 PS (70 kW) B19A (360 GLS) and the fuel injected 115 PS (85 kW) B19E. The B19A was also available in the 340 DL.[8] The more powerful 360 GLT was only available with a five-speed manual and the engine came equipped with a breakerless ignition system and velour interior, amongst other comfort details. The 360 GLT can be recognized by its front spoiler with integrated extra lights, a rear spoiler, and by being 1.5 cm (0.59 in) lower.[8] The 360s were four-cylinders and not sixes as implied by the name; the "360" name was used to "give the new model a stronger profile in the Volvo range."[9] This 2.0 L 360 model was available in five-door and three-door hatchback form, with four-door "notchback" saloon models added in 1984. Trim levels were GL, GLE, or GLT, depending on output and specifications.

In 1985, the 300 Series received a significant facelift. Other changes were (optionally body-coloured) wrap-around bumpers with integrated turn signal lights. The taillights were also redesigned. Instrumentation changed from Smiths units to VDO. The older Volvo "redblock" engines in the 360 were upgraded to the low-friction B200 unit. Capacities and outputs remained much the same. The carburetor version was designated B200K, and the Bosch LE-Jet fuel-injected version is known as the B200E.

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.

From 1987 on, incremental improvements in features and emissions control were made. The newly designed power steering from the new Volvo 480 became available as an option for the 1988 model year, while rust protection was improved with the increased use of galvanised steel.[10] Production of the 360 came to an end in 1990, while the 340 was discontinued in 1991, despite the fact it had supposedly been replaced by the Volvo 440 in 1987. The last car of the Volvo 300 series (a white Volvo 340) rolled off the production line on 13 March 1991, three years after the launch of the 400 series.

Engines

[edit]

The 300 Series had a choice of three petrol engines: a 1.4, 1.7, and a 2.0 L. The 1.4 L B14 was a 72 PS (53 kW; 71 hp) Renault C-series OHV pushrod unit, and for the 360 there was the B200 (originally the earlier B19 version) 2.0 L engine taken from the Volvo 240 with outputs varying from 95 bhp (71 kW) to 118 PS (87 kW; 116 hp). A new Renault F-series 82 PS (60 kW; 81 hp) 1.7 L petrol engine (designated the B172) was introduced in the 340 during the summer of 1985,[11] following the range facelift, along with a 340 version of the saloon, which was only available with the new engine. There was also a catalyzed version (B172K) available later on, with 75 PS (55 kW; 74 hp).[11]

Volvo 360 GLT 1987 and 1988

A diesel engine for the 340 developing 54 PS (40 kW), was only available in select export markets and was added to the 340 models in 1984. This diesel was a Renault F-series (like the petrol 1.7), and was available with a 1.6 L naturally aspirated engine only - called the "D16" in Volvo's internal jargon. While these diesel models were never offered in the UK, they were marketed with right-hand drive in Ireland. In 1985, a 360 diesel with the same mechanics was made available. The diesel was discontinued in 1989, when a 1.3 L "tax special" was introduced for Finland, Italy, and Belgium. Volvo also experimented with LPG tanks, a feature available in 1979 with the Volvo 343 and 345, but with limited LPG availability, sales were negligible.

Sales

[edit]

The 300-series was a strong seller for Volvo. Sales began at a low level, not helped by the absence of a manual transmission option and an early reputation for poor build quality. Still, sales gradually increased as the lineup expanded with manual transmission and a 5-door body style, and the initial quality issues were solved - by redesigning the interior and dashboard. 300-series cumulative production broke 100,000 units on 12 December 1983, with the total reaching 102,000 before the end of the year.[12][13] The 100,000th car, finished in white, was donated to the Dutch Red Cross.

In 1988, 12 years after its introduction, the one-millionth 300 was built. Finished inside and out in red, it ended up in the DAF museum in Eindhoven. Eventually, the production of the 300 series ended in 1991 after 1.14 million units, averaging 76,000 vehicles per year.

While the car was fundamentally robust, the vehicle was rushed to production too early. In particular the first (1976) model year 343 suffered from teething problems,[14] with unsubstantiated claims that Volvo ordered its dealer network to scrap early model year cars that were traded in, to remove them from circulation. As a result, few 1976 and 1977 cars survived. The build quality gradually improved, but was never up to the same standard as Volvo's larger models.[15] Due to this bad reputation, the car was not popular in Sweden. Sales of the 340 with Variomatic in Sweden were down to 200 per year in the late 1980s.[16] The 300's sales were also limited because the price of a 2.0 L 360 was more than a base 240 in the home market.[17]

Markets

[edit]

While not a major sales success, the Volvo badge ensured that the car had a strong middle-class following (often as a second car) in some places, particularly in the UK in the 1980s. It regularly made it onto Britain's top annual 20 sales tables for that decade and was the best-selling import car at several points in the early 1980s.[18] They are robust and mechanically simple (and therefore easy to maintain). Variomatic transmissions are reliable if given proper care. The rust protection was poorer than that of other Volvos, but the engines were durable. In February 2016, it was reported that 627 examples of the 300 Series were still in use on Britain's roads.[19]

1985–1988 Volvo 360 GLT 5-door (Australia)

Up to 1982, sales of the 300-series were almost entirely limited to Western Europe. In the years following, exports to other parts of the world slowly expanded with 4% of total sales in 1984. In 1985, CKD-kits of the Volvo 340 GL were sent to Indonesia and CKD-kits of the Volvo 360 GLE were sent to Malaysia for assembly.[20][21]

The Volvo 300-series was not sold in North America. Only the 360GLT was introduced in Australia and New Zealand in 1984 and exported until 1988.

Models and special editions

[edit]

The 300 series was available in different trim levels throughout its production. There were also special editions.

Phase 1 343s and 345s were available in DL, GL, DLS, and GLS trim levels, while Phase 2 and 3 340s and 360s were available in the following range of trim levels: 340; 340DL; 340GL; 340GLE; 340 DLS; 340GLS; 340 Blueline; 340 Redline; 360; 360GL; 360DLS; 360GLS; 360GLE; 360GLT. No market received all models.

One such variation on a theme was the 1981 343 R-Sport. This was intended as a sporty offering to the lineup, pre-dating the introduction of the 360GLT by some two years. Only 100 cars were produced based on the DLS and GLS trim levels and featuring sporting additions such as self-adhesive 'R-Sport' decals, rev counter, front and rear spoilers, as well as some featuring body-coloured bumpers and alloy wheels. The B19A engine also featured some modifications, including twin Solex carburetors. Power was increased from a quoted 95HP to 122HP (90 kW).

A similar model was the 1979 343 Oettinger. This model was based on the standard 343 DL, with the 1397 cc capacity increased to 1596 cc. It was modified by the VW Group tuning company Oettinger and released in 1979. The 343 Oettinger was available in red or silver metallic. A total of 125 cars were produced.

1982 Volvo 345 Van front

A van version also entered production. The van was essentially a five-door 340, but the rear doors were replaced with full body-coloured metal pieces, and the rear seats were removed. A glazed version was also available. The 1,200-litre (42 cu ft) cargo compartment has a flat floor and a metal bulkhead behind the front seats to protect occupants from moving loads.[22] It was called "Volvo 345 Van" and was developed for commercial use at the behest of the Dutch Postal Services, who preferred a Dutch-made vehicle. It was first presented at a commercial vehicle show in Amsterdam in February 1982 and offered to the public. The only engine was the petrol B14, combined with either the CVT or a four-speed manual.[22]

The Millionaire edition was introduced in 1988 to commemorate the production of the one-millionth car in the 300 series. This edition featured all options on both the 340 GLE and 360 GLE/T, including air conditioning, electric front windows and mirrors, alloy wheels, and a leather interior.

Prototypes

[edit]
363 CS

There are variations of the Volvo 300 series that never made production:

The Volvo 340 estate and a convertible were built for design studies, but neither was produced. The convertible version of the Volvo 340 was mooted and only exists as a clay model.

The 363 CS was short for 'Competition Services', to indicate a high-performance version. The 1977 363 CS was based on the three-door bodyshell and fitted with the B27F 2.7 L V6 PRV engine used in the Volvo 260 series. The gearbox was a five-speed Alfa Romeo unit, as Volvo did not have a suitable unit to fit a transaxle design. One prototype was built, painted in metallic silver with black and orange stripes down both sides. Flared wheel arches and orange-painted, multi-spoke alloy wheels were also added.

At the 1979 Geneva Motor Show, Bertone presented a three-door hatchback coupé concept on 343-basis called the Volvo Tundra. The angular design was by Marcello Gandini and continued the themes developed for the Reliant (Anadol) FW11.

In motorsport

[edit]

The 300-series was campaigned in motorsport. A heavily modified version using Alpine/Gordini cross-flow engines bored out to 1770 cc was driven by Per-Inge Walfridsson to win the European Championship of Rallycross in 1980. The cars gained homologation for rallying in Sweden's Standard-B class (minimum weight of 15 kg/ps) in the spring of 1977, with some minor modifications to the engine and gearing.[23] 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 Surfers Paradise raceway in Queensland, Australia, to showcase the introduction of the model in Australia in 1984.[24] This same Volvo 360 GLT was later converted to rallying specifications and participated in many Australia rally events and is still running in 2009 as a rally car.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Volvo 300 Series

View on Grokipedia
from Grokipedia
The Volvo 300 Series is a line of compact, rear-wheel-drive family cars manufactured by from 1976 to 1991, primarily at the Born facility in the , with a total production exceeding 1 million units across its main variants. Developed through a collaboration with Dutch automaker —following 's acquisition of a one-third stake in DAF Car BV in 1972—the series was designed to fill a gap in 's lineup for smaller vehicles, incorporating DAF's innovative (CVT) technology alongside 's emphasis on safety and durability. Introduced on February 19, 1976, with the three-door Volvo 343, the series expanded to include the five-door Volvo 345 in 1979 and the more powerful Volvo 360 in 1982, which added a four-door saloon body style from 1983 and a sportier GLT variant with . Body styles encompassed three- and five-door hatchbacks as well as the saloon, with dimensions typically around 4.2 meters in length and a of about 2.4 meters, making it suitable for urban and family use. Engine options ranged from 1.4-litre (1,397 cc) to 2.0-litre (1,986 cc) inline-four petrol units producing 60 to 118 horsepower, with a 1.6-litre diesel available in later models; transmissions included the DAF-derived CVT, four-speed, and five-speed manuals. The 300 Series stood out for its relative to its class, including a padded , collapsible , three-point seatbelts for all passengers, , and impact-absorbing bumpers—hallmarks of engineering adapted to a smaller footprint. It underwent three major facelifts in 1981, 1983, and 1986, refining styling, interior quality, and performance while maintaining rear-wheel-drive layout with De Dion rear suspension for improved handling. Despite initial slow sales due to its unconventional design and Dutch origins, the series gained popularity in for its reliability, spacious interior, and value, with production ceasing in 1991 as shifted focus to front-wheel-drive models like the 400 Series.

Origins and Development

Acquisition of DAF

In the early 1970s, sought to expand its model lineup into the segment to address the gap below its mid-size 140 Series vehicles, leading to strategic interest in the Dutch automaker , known for its innovative and efficient small cars. Negotiations began in 1972 when acquired a 33 percent stake in DAF's passenger car operations, motivated by the opportunity to leverage DAF's engineering expertise and production facilities amid growing demand for smaller, fuel-efficient vehicles in . Volvo gradually increased its ownership, reaching a majority share in DAF Car B.V. by early 1975, effectively acquiring the passenger car division and the Born assembly plant in the , which became a key production hub for Volvo's smaller models. This acquisition, led by Volvo's CEO , allowed the Swedish company to integrate DAF's ongoing projects without developing a new platform from scratch, while DAF refocused on trucks and commercial vehicles. The deal included the transfer of DAF's workforce and , ensuring continuity in operations at the Born facility, later renamed Volvo Car B.V. in 1976. A pivotal aspect of the acquisition was the incorporation of DAF's Project P900, a front-engine, rear-wheel-drive platform initiated in 1970 as a successor to the and originally slated for launch in 1975 as the DAF 77. Volvo adapted this 2.4-meter wheelbase design, evolved from the and 66 platforms, to create the foundation for its 300 Series, filling the small car void and enabling quicker market entry compared to an in-house development. The project utilized a front-engine layout with rear for balanced and packaging efficiency. DAF's pre-existing collaboration with , established in the late for supplying compact engines like the 1.3-liter unit used in the , was inherited by , providing cost-effective powertrains that aligned with the era's emphasis on economy without requiring immediate redesigns. This arrangement facilitated the front-engine adaptations in the P900-derived models, as Renault's inline-four engines could be mounted longitudinally at the front, maintaining the platform's compact footprint and driving dynamics. The engine supply deal proved instrumental in accelerating the 300 Series' development, allowing Volvo to prioritize integration over full re-engineering.

Project Planning and Initial Design

Following the acquisition of a one-third stake in in 1972, Volvo initiated deeper involvement in the Dutch manufacturer's ongoing small-car project, originally designated as the P900 and intended as a successor to the DAF 66. By 1974, with full oversight approaching amid DAF's financial challenges, Volvo formally launched the 343 project under chief designer , who evaluated and selected from existing DAF proposals while incorporating Volvo-specific refinements to align with the company's engineering philosophy. A key design decision was to retain DAF's established with a rear-mounted and the innovative (CVT), which provided seamless shifting and contributed to an approximate 50/50 for enhanced handling stability. Although Volvo traditionally favored front-engine configurations in its passenger cars, the retention of this setup was deemed essential to leverage DAF's proven mechanical architecture, avoiding costly redesigns while adapting it for broader market appeal. This choice also facilitated integration of a Renault-sourced 1.4-liter inline-four (the B14 unit from the Cléon-Fonte ), sourced through an existing Volvo-Renault that emphasized efficient sharing across European manufacturers. Initial prototypes, constructed primarily at DAF's Born facility, underwent extensive testing in 1975 to validate the hybrid design's viability. Engineers addressed early reliability issues inherited from DAF's production methods, including suboptimal protection on body panels and variable build in assembly tolerances, through targeted improvements like enhanced and stricter controls. also mandated modifications to meet its rigorous safety standards, incorporating features such as a padded instrument panel, collapsible , and reinforced in the chassis structure, ensuring the vehicle aligned with the brand's reputation for occupant protection despite its compact dimensions.

Design and Engineering

Body and Chassis

The Volvo 300 Series employed a steel unibody construction derived from the DAF P900 project platform, originally developed by the Dutch manufacturer as a successor to the DAF 66 and acquired by Volvo after its 1972 takeover of DAF's passenger car division. This platform provided a rigid structure with integrated side impact protection in the doors, emphasizing occupant safety through a strong passenger compartment. The design retained DAF's innovative rear-wheel-drive configuration with a rear-mounted transaxle gearbox, which positioned the transmission and differential at the rear axle to optimize weight distribution and achieve a low center of gravity for enhanced handling stability, along with a De Dion rear axle. However, this layout also contributed to a relatively higher curb weight, typically ranging from 959 kg for base models to around 1,100 kg for higher-output variants, reflecting the robust build and rear drivetrain components. Key dimensions included a of 2,395 mm and an overall length of approximately 4,190 mm for the initial three-door , allowing for a compact suitable for urban driving while offering practical interior space. The unibody's panels were initially treated with basic anti-corrosion coatings, but early production models from 1976 to 1980 suffered notable issues, particularly in wheel arches and sills, due to exposure to road salt in northern European markets. Volvo addressed these vulnerabilities through progressive improvements starting in 1980, incorporating galvanized in select body panels and enhanced underbody coatings to extend durability. Facelifts refined the exterior aesthetics and functionality without altering the core . The 1981 update replaced the original round headlights with rectangular units and substituted heavy bumpers for lighter plastic ones, reducing weight and improving impact absorption. By 1985, further revisions smoothed the body lines for better , including integrated rear spoilers and revised front air dams to lower drag coefficients and enhance high-speed stability, aligning with evolving and standards. These changes maintained the series' distinctive angular styling while bolstering its reputation for solid engineering.

Interior and Safety Features

The Volvo 300 Series provided a roomy cabin for its compact class, comfortably seating five passengers with ample legroom and headroom, particularly in the five-door 345 variant introduced in 1979. The interior layout emphasized practicality, with a simple yet functional design that reflected Volvo's focus on everyday usability in a small family car. Higher trim levels, such as the 360 GL, offered optional enhancements like air conditioning and power steering to improve driver and passenger comfort during longer journeys. The adopted an ergonomic layout centered around analog gauges for speed, , and , ensuring clear visibility and ease of use without distracting digital elements. Later iterations, including the 360 models from 1983, incorporated updated interior elements like improved and additional storage compartments for enhanced convenience. Central locking became available on upscale variants in the mid-1980s, simplifying access and security. Safety features aligned with Volvo's longstanding ethos, prioritizing occupant protection in a compact package. From its 1976 debut, the series equipped all five seats with three-point seatbelts, building on the design pioneered in and made freely available to the industry. The reinforced passenger compartment, combined with deformable front and rear , helped absorb crash energy and maintain structural integrity, contributing to receiving a from the Swedish Automobile Association that year for its safety features. While airbags were absent, period evaluations highlighted the model's robust performance in impact scenarios, with padded dashboards and energy-absorbing steering columns further mitigating injury risks. The configuration delivered practical cargo space, with a base luggage capacity of 376 liters behind the rear seats, expandable to 1,161 liters via fold-flat rear benches that created load floor for versatile use. This design facilitated easy loading through the large tailgate, making the 300 Series suitable for outings or small hauls without compromising interior comfort.

Model Chronology

Early Hatchback Models (343 and 345)

The 343 was launched in February 1976 as 's first compact , developed from the DAF P900 project following 's acquisition of the Dutch automaker. This 3-door model featured a rear-wheel-drive layout with a system, a 1.397-liter inline-four OHV engine producing 70 horsepower, and was initially offered exclusively with DAF's (CVT) as standard equipment. Designed for practicality, it included a spacious interior for its class and a large rear tailgate with an integrated spoiler, targeting budget-conscious buyers in Europe. Initial annual production was targeted at around 20,000 units, though actual output in the debut year reached 5,206 vehicles due to production ramp-up at the Born facility in the . To expand the lineup's appeal to families, the 5-door Volvo 345 was introduced in autumn 1979 for the 1980 , sharing the 343's underpinnings but incorporating revised rear door designs for improved accessibility and a total weight increase of about 30 kg. This variant retained the same 1.4-liter engine and transmission options, emphasizing the model's flexible luggage compartment and roomy cabin to compete in the growing small market. The 345 quickly proved popular, with 28,655 units produced in its first year, contributing to the series' strengthening position in several European countries. An early update in addressed initial criticisms of the 343 and , including the addition of a 4-speed as an alternative to the standard CVT, which broadened market acceptance beyond CVT enthusiasts. Build quality issues, such as inconsistent assembly and minor reliability concerns stemming from the rushed transition from production standards, were targeted through refinements in manufacturing processes at the Born plant. By late 1979, cumulative production of the early hatchbacks approached 100,000 units, a milestone reflecting growing demand despite early challenges. Overall, approximately 189,000 early 343 and 345 hatchbacks were produced from 1976 to 1980, laying the foundation for the 300 Series' long-term success with total volumes exceeding 400,000 units for these initial variants by the early .

Later Models and Saloon (340 and 360)

The 360 was launched in 1982 as an upgraded performance-oriented of the 300 Series, featuring a 2.0-liter B19 four-cylinder in the GLT trim level for enhanced power output, and offered in both three-door and five-door configurations. The GLT specification included on the B19E , delivering 115 horsepower to appeal to buyers seeking spirited dynamics while maintaining the series' reputation for reliability. In 1983 for the 340 and 1984 for the 360, Volvo expanded the lineup with the introduction of a four-door saloon body style, built on the same platform as the hatchbacks but adopting a conventional design to provide a more formal aesthetic. This saloon variant was positioned to attract executive and family buyers preferring the added rear door accessibility and upright rear profile for improved practicality in professional settings. A significant facelift arrived in 1983, featuring revised taillights with a more integrated appearance, an updated interior with enhanced materials and , and refinements to the suspension for better handling and ride comfort across all later models, along with to 340/345 designations. Production of the 360 concluded in 1990, while the 340 and 345 variants continued until 1991, marking the end of the 300 Series run. Overall, late production of the 340 and 360 models from 1983 to 1991 totaled approximately 800,000 units, with the saloon body style accounting for about 150,000 of those, reflecting sustained demand in European markets for these compact, rear-wheel-drive offerings.

Powertrain

Engines

The Volvo 300 Series primarily utilized -sourced inline-four petrol in its base configurations, reflecting the model's origins from the collaboration. The initial 1.4-liter Cléon-Fonte OHV unit produced 70 PS (52 kW) at 5,500 rpm and 108 Nm of torque at 2,500 rpm, and was fitted from 1976 to 1980 across early 343 and models. This offered modest , with 0-100 km/h around 16.5 seconds and a top speed of approximately 150 km/h, while achieving combined fuel economy of about 8.5 L/100 km. Succeeding it was the 1.6-liter Renault OHV engine delivering 78 PS (57 kW) at 5,500 rpm and 120 Nm at 2,500 rpm, used from 1980 to 1983 in 345 and early 340 variants. It improved slightly on the predecessor, posting 0-100 km/h in about 13.5 seconds and a top speed near 160 km/h, with fuel consumption in the 8-9 L/100 km range under mixed conditions. From 1983 onward, the range adopted the 1.7-liter Renault SOHC engine, which output 82 PS (60 kW) at 5,500 rpm and 135 Nm at 2,750 rpm until production ended in 1991. This unit provided balanced efficiency, accelerating to 100 km/h in roughly 12.5 seconds with a top speed of 165 km/h and average fuel use of 7.5-8.5 L/100 km. Higher-performance models from 1983 featured Volvo's own B19 and later B200 inline-four SOHC petrol engines, both 2.0-liter displacements with 95-118 PS (70-87 kW) depending on tuning and market. Introduced in the 360 GLT, the carbureted B19 initially produced 111 PS (82 kW) at 5,800 rpm and 155 Nm at 3,800 rpm, transitioning to fuel-injected B200E variants from 1985 that reached up to 118 PS (87 kW) at 6,000 rpm and 162 Nm at 4,000 rpm. These engines enabled stronger dynamics, such as 0-100 km/h in 11 seconds and a top speed of 180 km/h for the GLT, alongside combined fuel economy of 8-9 L/100 km. A Renault-sourced 1.6-liter , an indirect-injection inline-four rated at 54 PS (40 kW) at 4,500 rpm and 102 Nm at 2,250 rpm, was offered from 1984 to 1991 exclusively in select markets including the region and . It prioritized economy with 0-100 km/h times around 17 seconds, a top speed of 150 km/h, and fuel consumption as low as 6-7 L/100 km in highway driving, though its availability was limited due to emissions and demand constraints.

Transmissions

The Volvo 300 Series primarily utilized the DAF-developed (CVT) as its standard gearbox on early models like the 343, introduced in 1976. This belt-driven system featured two variable-diameter pulleys connected by a steel-reinforced rubber belt, enabling seamless ratio changes for smooth acceleration without discrete gear shifts. The CVT offered an overall ratio range of approximately 12:1 at low speeds to 5.6:1 at high speeds, integrating directly with the rear-wheel-drive layout via a rear-mounted design that shared the platform's configuration. Manual transmissions were added as options starting in September 1978 to address demand for more conventional shifting, beginning with a 4-speed unit (Volvo M45 R) available on the 340 and 345 models. This rear-mounted gearbox provided direct mechanical linkage to the differential, compatible with the series' Renault-sourced and later B-series engines. From 1983, the higher-output 360 models received an upgraded 5-speed manual (Volvo M47 R), which improved fuel efficiency and highway cruising compared to the 4-speed, becoming standard on GLT trims with the 2.0-liter engine. A conventional 4-speed , sourced from Aisin-Warner (AW), was introduced in 1980 for higher trims like the 345 GL, offering fixed gear ratios and operation as an alternative to the CVT. This rear-mounted unit maintained the platform's unique packaging, with electronic controls in later variants for smoother shifts, and was paired selectively with 1.6- and 2.0-liter engines to enhance market appeal in regions favoring stepped automatics. While the CVT was praised for its innovative smoothness, reliability concerns arose from belt and wear, often requiring replacement every 60,000–80,000 km under normal use, which increased maintenance costs and contributed to a preference for manual options in later production years. The manual and AW automatic transmissions proved more durable overall, with fewer reported failures in long-term surveys.

Production and Sales

Manufacturing Sites and Figures

The Volvo 300 Series was exclusively manufactured at the Volvo Car B.V. plant in Born, , a facility originally developed by and acquired by following its majority stake in the company in 1975. This location served as the sole production site for the entire series from its launch in 1976 until cessation in 1991, leveraging DAF's expertise in compact rear-wheel-drive vehicles. Production peaked at approximately 100,000 units annually during the mid-1980s, reflecting improved efficiency and market demand after initial slow uptake. Overall, a total of 1,006,401 units were produced across all variants, with detailed breakdowns as follows:
ModelProduction Total
343472,434
345358,024
360176,023
These figures encompass the from early three- and five-door hatchbacks to later facelifted models and the saloon introduction. Annual output saw gradual growth, with roughly 200,000 units assembled between 1976 and 1979 as production ramped up and initial design refinements were implemented. From 1980 to 1990, approximately 800,000 more were built, culminating in the celebration of the one-millionth unit in —a milestone marked by a special "Millionaire" edition showcased at the Motor Show. Production concluded on 13 March 1991, driven by Volvo's strategic pivot to the front-wheel-drive 400 Series and the need to comply with increasingly stringent emissions regulations that outdated the 300 Series' rear-wheel-drive layout and powertrains.

Market Performance and Distribution

The Volvo 300 Series demonstrated robust market performance in , particularly in its production base of the , where it was initially launched and tailored for local preferences as a practical small . The emerged as one of its strongest export markets, with the model ranking among the top ten most popular new cars in 1982, 1983, and 1984, and establishing itself as one of the leading imported vehicles during that period. Its appeal in the UK stemmed from Volvo's established reputation for reliability and , which extended to fleet operators seeking durable, low-maintenance vehicles for commercial use. also proved a key market, leveraging the brand's strong domestic presence to drive steady adoption among buyers favoring compact, rear-wheel-drive options. Exports reached nearly sixty countries worldwide, with production strategies emphasizing customer-oriented variations such as specific tunes and trim levels to suit regional demands, including adaptations for subtropical climates in some markets. Overall, the series achieved cumulative production exceeding 1 million units between and , reflecting solid global distribution through Volvo's European network. Sales trends showed peaks in the early to mid-, with annual volumes approaching 90,000 units around –, before a noticeable decline after as competition intensified from rivals like the and Ford Escort in the compact segment. Affordable pricing, typically in the £4,000–£8,000 range in the UK during the (adjusted for to roughly £5,000–£10,000 in modern terms), further supported its accessibility to private and fleet buyers alike.

Variants and Special Editions

Trim Levels and Standard Variants

The Volvo 300 Series offered a range of standard trim levels designed to cater to different buyer preferences, starting with basic economy models and progressing to more equipped and performance-focused variants. These trims were available across the 343, , 340, and 360 models, with gradual updates reflecting market demands and technological improvements. The lineup emphasized practicality, , and incremental luxury, consistent with Volvo's philosophy. Base trims included the , introduced as the entry-level option from 1976, featuring essential equipment such as a 1.4-liter , (standard after 1980, replacing the initial CVT-only setup), rubber floor mats, and basic instrumentation without extras like a radio or alloy wheels. The DL (De Luxe) trim, available from launch and continuing through the early , built on the L with added refinements including chrome side moldings, a folding rear with parcel shelf, carpeted floors, fabric , a clock, and center console; optional features encompassed alloy wheels and , making it a popular choice for value-conscious families. Mid-level options comprised the (Grand Luxe), launched in 1979 alongside the five-door , which provided enhanced comfort over the DL with cloth seats, a standard radio, improved interior paneling, and a grille denoting its status; it was offered with either manual or transmissions. The GLS variant, an upscale iteration of the GL available primarily in the early 1980s, further elevated refinement through additions like a , upholstery, and optional lamps, appealing to buyers seeking greater luxury without performance upgrades. The GLT trim, introduced in 1983 exclusively on the 360 models, represented the performance pinnacle of the standard lineup with a fuel-injected 2.0-liter producing 115 PS, sport-tuned suspension for sharper handling, fog lights, a rear spoiler, and upgraded including a ; it was paired with a five-speed and available until 1989. In terms of body variants, the series debuted with the three-door (343) as the standard configuration, emphasizing compact urban usability. The five-door (345 and later 340) joined in 1979, offering increased practicality for families while maintaining the rear-wheel-drive layout and transmission option in early years. From 1984, a four-door saloon became available on 340 and 360 models, providing a more traditional sedan profile; it represented about 13% of overall production, with around 146,000 units built before the series ended in 1991.

Limited Special Editions

The Volvo 300 Series featured several limited special editions designed to commemorate milestones, enhance sporty appeal, or cater to specific markets, distinguishing them from standard trims through unique styling, equipment, and low production runs. In 1977, to celebrate the launch of the 343 model, Volvo produced the 343 Special edition exclusively for the Dutch and German markets. These cars included , GT-style stripes, and tinted glass as standard, offering a premium appearance for early adopters of the new . The 1981 343 R-Sport was a rally-inspired variant based on the 343 DLS, with production capped at 100 units. It featured aerodynamic spoilers, lowered suspension for improved handling, and sporty badging, aimed at enthusiasts seeking a more dynamic driving experience ahead of the 360 GLT's introduction. To mark the production of the one-millionth 300 Series vehicle in 1988, introduced the Millionaire Edition, a limited run based on the 340 GLE four-door saloon. These models boasted luxury upgrades including full leather upholstery, real wood interior trim, gold-plated badging, smoke silver metallic paint with grey striping, 13-inch alloy wheels, central locking, electric front windows, and an engraved plaque noting the and milestone. Other notable limited editions included the 1987 , a UK-market offering equipped with the 1.7-litre engine, red accents on the exterior and interior, and sport-tuned elements like alloy wheels and fog lights. The edition, available in the early 1980s, featured a deep black exterior, red trim, GT alloy wheels, red-tinted glass, and a GT .

Prototypes and Concepts

Unproduced Body Styles

During the development of the Volvo 300 Series, originating from DAF's P900 project in the early 1970s, several prototype body styles were explored to expand the lineup beyond the initial 3- and 5-door hatchbacks, but none advanced to full production due to economic pressures, including the oil crises, and challenges in securing partnerships. Among these was the 340 estate prototype from the , which featured an extended rear section to improve practicality and cargo space, tested as a variant but rejected primarily for its high and tooling costs relative to projected sales volume. A 4-door hatchback variant was explored during the early 1970s design phase of the P900 project but was not adopted, with the conventional saloon design debuting in 1984 for better market alignment with family buyer preferences. The 1979 Bertone prototype was a coupé concept based on the 343, featuring slim pillars, an offset grille, and a digital dashboard; it was displayed at the Motor Show but rejected by due to design preferences and later adapted by as the BX. Convertible concepts emerged around 1985, with a 3-door cabriolet based on the 340 that incorporated a folding fabric and was displayed at auto shows to assess consumer interest in an open-top variant; however, it did not advance to production. These non-production decisions were influenced by the 300 Series' aging rear-wheel-drive architecture, which limited cost-effective adaptations for diverse body styles, prompting to prioritize the front-wheel-drive 400 Series platform introduced in 1986 for future small-car expansions.

Experimental Powertrain Prototypes

In the late 1970s, Volvo engineers explored a V6 powertrain for the 300 Series to address the platform's front-heavy balance and boost performance. The 1977 363 CS prototype, named for "Competition Services" to denote its high-performance intent, utilized a front-mounted 2.7-liter PRV V6 engine developing 140 PS, paired with a five-speed Alfa Romeo transaxle for rear-wheel drive. This configuration aimed to provide smoother power delivery and better weight distribution compared to the standard inline-four engines, but it was rejected for production after Alfa Romeo declined to supply the transaxle beyond the prototype stage, with only one unit built. Overall, these experiments underscored Volvo's commitment to within the 300 Series' constraints, though economic realities, regulatory hurdles, and the impending platform replacement limited them to prototypes, preserving the model's focus on reliable, standard configurations.

Motorsport Involvement

Rallycross Competitions

The Volvo 300 Series, particularly the 343 model, demonstrated impressive adaptability in , where its rear-engine layout and compact dimensions provided a stable base for off-road modifications. In 1980, Swedish driver Per-Inge Walfridsson secured the title in the Division, driving a factory-prepared Volvo 343 Turbo that triumphed in multiple rounds across Europe, including victories at Hämeenlinna in , Tirstrup in , Saint Junien in , and Tranby in . Common modifications to the 343 for included a lifted suspension for improved ground clearance, all-terrain tires for enhanced traction on mixed surfaces, and a full for safety and structural reinforcement, leveraging the model's inherent chassis rigidity derived from its origins. The standard (CVT) was often replaced with a more durable sequential manual gearbox to withstand the intense demands of short, high-speed sprints and jumps. Beyond the European level, the 343 and its five-door sibling, the 345, achieved multiple national titles in during the late 1970s and early 1980s, with Walfridsson claiming the Swedish Rallycross Championship in both 1977 and 1979 using near-stock configurations early on. These rallycross efforts underscored the 300 Series platform's unexpected robustness in demanding off-road environments, validating Volvo's engineering for motorsport applications and inspiring a dedicated following among competitors. Other drivers, such as Per Engseth, also contributed to successes, winning the British round at Lydden Circuit in 1980.

Endurance and Circuit Events

The Volvo 300 Series saw modest participation in circuit racing through teams, particularly in during the mid-1980s. The 360 GLT was entered in the 1985 by Mike Minear Racing, featuring a 2.0L inline-four tuned for . The car competed in several rounds, including a 20th-place finish at the International Raceway event, highlighting the model's balanced rear-wheel-drive in Group A battles against more established rivals. Endurance efforts emphasized the 300 Series' durability, with a factory-supported 360 GLT conducting a 24-hour record-breaking run at Surfers Paradise Raceway in , , in 1984. Driven by professional racer Mike Minear, the car set 39 international and national speed and endurance records over various distances, averaging high speeds while completing the event without major mechanical issues to demonstrate reliability under sustained load. Despite initial competitiveness from its rear-wheel-drive layout, which offered predictable handling and good , the 300 Series was increasingly outpaced in circuit events by the late 1980s as competitors like the BMW E30 and evolved with superior , lower weights, and advanced suspension tuning.

Legacy and Reception

Contemporary Reviews and Impact

Upon its introduction in the late 1970s, the Volvo 300 Series received mixed reviews from automotive publications, with praise centered on its spacious interior, build quality, and adherence to Volvo's standards. The car's roomy cabin and flexible luggage compartment were frequently highlighted as strengths for a compact , offering practicality that exceeded expectations for its class. Comfortable seating and a quiet cruising experience also earned positive notes, contributing to its reputation for civilized motoring. However, performance drew consistent criticism, as the initial 1.4-litre engine provided sluggish acceleration, often described as inadequate for overtaking, while the (CVT) was faulted for its complexity and lack of driver engagement, sometimes leading to reliability concerns in early models. By the , as the lineup expanded with more powerful engines and body styles, reviews continued to commend the series' durability and engineering solidity, positioning it as a reliable for buyers. Publications noted its "rock solid" construction and passive features, such as reinforced , which reinforced Volvo's brand image. Yet, detractors pointed to ponderous handling, especially in wet conditions, and higher fuel consumption compared to rivals, limiting its appeal to performance-oriented drivers. Overall, the 300 Series was seen as a competent but unexciting addition to the small car segment, prioritizing longevity over dynamism. The model played a key role in broadening Volvo's market reach during the 1980s by addressing the absence of an affordable compact offering, thereby attracting younger and budget-conscious buyers to the brand. In the UK, where it became one of the most popular imports, the 300 Series frequently ranked in the top 10 of annual sales charts, helping Volvo capture a significant share of the small family car market. Advertisements of the era emphasized its family-friendly attributes, portraying it as a safe, practical daily driver amid growing concerns over road safety. Production milestones underscored this success; on March 8, 1988, the one-millionth unit rolled off the line at the Born plant in the Netherlands, celebrated with the limited-edition "Millionaire" variant based on the 340 GLE saloon. Despite its achievements, early 300 Series models suffered from notable issues, particularly affecting wheel arches, sills, and underbody panels due to inadequate initial protection. These problems tarnished the model's reputation in humid climates like the , prompting to extend warranties and implement improved and undercoating from the mid-1980s onward to mitigate further complaints.

Modern Preservation and Enthusiast Community

The Volvo 300 Series has seen a dedicated effort in modern preservation, though surviving examples worldwide are difficult to quantify precisely due to varying registration practices across countries. In the , for instance, as of Q2 2025, data from the Driver and Vehicle Licensing Agency (DVLA) indicates 19 340 models licensed for road use and 111 declared Statutory Off Road Notification (SORN) (total 130), while for the 360, across variants approximately 50 are licensed as of early 2025 with additional SORN vehicles bringing the total to under 200. These numbers reflect a gradual decline from higher totals in previous decades, underscoring the importance of ongoing preservation to maintain the series' historical footprint. Parts availability supports these efforts through a combination of aftermarket suppliers and Volvo's heritage programs. Specialist retailers like Classic Swede and Taros Trade offer reproduction and OEM-equivalent components for engines, brakes, and bodywork, while Genuine Classic Parts (GCP), a Volvo-backed initiative, provides original-spec items for older models including the 300 Series. Preservation challenges primarily involve rust repair, particularly on wheel arches, sills, and underbody panels, which were prone to in early models due to production quality issues. Sourcing components for the (CVT) also poses difficulties, as these units are scarce and require specialist rebuilds. Restoration projects often prioritize the performance-oriented 360 GLT variant, valued for its 2.0-liter and handling upgrades, with enthusiasts focusing on rebuilds and suspension enhancements to return them to original specifications. Enthusiast communities play a vital role in sustaining interest and support. The 300 Club in the , now integrated into the broader Volvo Klassieker Vereniging, organizes regular gatherings and maintains a registry to track surviving cars. Dutch DAF/ clubs, such as the Club , host events highlighting the 300 Series' DAF heritage, including annual meets in locations like 's-Hertogenbosch. These groups facilitate parts sharing, technical advice, and social drives, helping to combat the isolation of owning a less common classic. In contemporary media, the 300 Series is often portrayed as an "unsung hero" for its quirky design, innovative CVT, and role in Volvo's diversification, with retrospectives emphasizing its uniqueness in an era dominated by electric vehicles. channels have contributed to this revival through videos exploring its Dutch origins and enduring appeal, drawing new admirers to the model amid a growing appreciation for analog engineering.

References

  1. https://www.media.volvocars.com/uk/en-gb/heritagemodels/volvo-300-series/242721
  2. https://www.volvoclub.org.uk/information-300-66.shtml
  3. https://www.aronline.co.uk/opinion/volvo-300-series/
  4. https://www.fundinguniverse.com/company-histories/ab-volvo-history/
  5. https://www.media.volvocars.com/uk/en-gb/media/pressreleases/10705/1970-1979-a-historical-review
  6. https://www.volvoclub.org.uk/pdf/VolvoCarDivision1975.pdf
  7. https://www.hemmings.com/stories/remembering-pehr-g-gyllenhammar-the-consequential-controversial-ceo-of-volvo/
  8. https://www.company-histories.com/AB-Volvo-Company-History.html
  9. https://driventowrite.com/2025/07/03/perseverance-pays-off/
  10. https://classicsworld.co.uk/cars/volvo-340/
  11. https://dyler.com/blog/160/volvo-300-series-not-a-typical-hatchback-born-with-the-help-of-daf
  12. https://volvotips.com/340-360/history-340-360/
  13. https://www.volvoclub.org.uk/history/VolvoHistory-1924to2003.pdf
  14. https://en.dafclub.nl/DAF/Models/Volvo-343-345
  15. https://www.aronline.co.uk/other-cars/unsung-heroes-volvo-300-series/
  16. https://www.automobile-catalog.com/car/1976/25640/volvo_343_dl_automatic.html
  17. https://www.media.volvocars.com/global/en-gb/media/pressreleases/49813/volvo-343-1976-19901
  18. https://www.curbsideclassic.com/automotive-histories/automotive-history-rusty-jones-the-face-of-rustproofing/
  19. https://www.secret-classics.com/en/volvo-300-series/
  20. https://www.volvocars.com/intl/media/models/300series/1976/
  21. https://www.volvocars.com/intl/media/press-releases/7B49F091D5D63133/
  22. https://www.volvogroup.com/en/about-us/heritage/three-point-safety-belt.html
  23. https://www.media.volvocars.com/global/en-gb/media/pressreleases/10705/1970-1979-a-historical-review
  24. https://autocatalogarchive.com/wp-content/uploads/2021/06/Volvo-340-1980-UK.pdf
  25. https://www.media.volvocars.com/us/en-us/media/pressreleases/3226
  26. https://www.autoevolution.com/volvo/343/
  27. https://www.volvocars.com/us/cars/legacy-models/343/
  28. https://www.volvoclub.org.uk/history/300_stats_search.php
  29. https://www.classicandsportscar.com/guides/classic-cars-a-to-z/volvo-343345
  30. https://www.media.volvocars.com/ca/en-ca/media/pressreleases/49814/volvo-345-1979-19911
  31. https://www.volvocars.com/us/cars/legacy-models/345/
  32. https://www.autoevolution.com/cars/volvo-343-1978.html
  33. http://www.volvo300mania.com/uk/forum/viewtopic.php?t=5363
  34. https://www.media.volvocars.com/us/en-us/media/pressreleases/3241/pressreleases
  35. https://www.volvocars.com/en-ca/cars/legacy-models/360-sedan/
  36. https://www.volvoclub.org.uk/history/340_stats_search.shtml
  37. https://www.encycarpedia.com/us/volvo/76-300-series
  38. https://www.ultimatespecs.com/car-specs/Volvo/672/Volvo-360-GLE---GLT.html
  39. https://www.volvoclub.org.uk/press/pdf/340-360PressRelease.pdf
  40. https://www.ultimatespecs.com/car-specs/Volvo/676/Volvo-340-16-Diesel.html
  41. https://www.automobile-catalog.com/car/1987/59330/volvo_340_dl_diesel_sedan.html
  42. https://www.volvoclub.org.uk/prof_cvt.shtml
  43. https://classicsworld.co.uk/guides/volvo-340-360-buyers-guide/
  44. https://www.volvoclub.org.uk/prof_300.shtml
  45. https://www.volvoclub.org.uk/press/pdf/300PressRelease1988.pdf
  46. http://www.volvo300mania.com/uk/forum/viewtopic.php?t=5266
  47. https://www.automobile-catalog.com/car/1982/51245/volvo_360_glt.html
  48. https://www.volvoclub.org.uk/history/300_stats_search.shtml
  49. https://www.volvoclub.org.uk/press/pdf/presskits/1988MY-PressKit.pdf
  50. https://volvotips.com/daf-museum/
  51. https://www.hooniverse.com/dumpy-weekend-edition-the-volvo-300-series-is-a-different-box-on-wheels-2/
  52. https://museum.rallycross.com/history/erc_event_winners.html
  53. https://jalopnik.com/volvo-once-absolutely-dominated-rallycross-1750466883
  54. https://ozvolvo.org/d/15118-volvo-360-glt-group-a-race-car
  55. https://www.youtube.com/watch?v=TEqGd50nye8
  56. https://classics.honestjohn.co.uk/reviews/volvo/300-series/
  57. https://en.saabblog.net/2023/07/20/volvo-343/
  58. https://www.howmanyleft.co.uk/vehicle/volvo_340
  59. https://www.howmanyleft.co.uk/?q=volvo+360
  60. https://www.classicswede.org/shop/300-series
  61. https://www.tarostrade.com/wear-parts/volvo?car_url=volvo-340-360-after-1983&m=6620&s=204049
  62. http://volvo300mania.com/uk/forum/viewtopic.php?t=3802
  63. http://www.volvo300mania.com/uk/forum/viewtopic.php?t=6140
  64. http://www.volvo300mania.com/uk/forum/viewtopic.php?t=4757
  65. http://www.volvo300club.nl/
  66. https://www.volvokv.nl/300-register
  67. https://en.dafclub.nl/DAF/Models/Volvo-340-360
  68. http://www.volvo300mania.com/uk/forum/viewtopic.php?t=16661
  69. https://www.youtube.com/watch?v=cv4lE1lVVEk
Add your contribution
Related Hubs
User Avatar
No comments yet.