Volvo 145 USA by Editions Atlas

The number sixty-four in the Volvo Collection by Editions Atlas is the Volvo 145 USA. This model reflects the export version for the US market which featured larger bumpers to fulfill the new 'passenger car bumper standard' from the NHTSA (National Highway Traffic Safety Administration). These large bumpers did not look as good on a lot of other cars then they did on Volvo's. The larger bumpers made look most MG's, Triumph's, Alfa's, Maserati's, Mercedes, Porsche's, BMW's, Peugoet's, .... quite awkward. Volvo's way to  adopt and integrate them into their model range looked more elegant. It went well with Volvo's boxy design and was a design element for many more years to come.
At the end of November 1967, Volvo presented the third variant in what was now developing into a complete car family known as the 140 series: the Volvo 145. The Volvo 145 was a 5-door estate with a rear section that had a virtually vertical tailgate. Everybody agreed that this was a safe, comfortable and extremely practical and spacious car. The cargo volume was more than 2 cubic meters and the floor of the cargo area was completely flat. This design of the rear section has since become a well-known characteristic of all Volvo estates.
The annual changes were mainly the same as were introduced in parallel on the 2- and 4-door versions. A visible change took place in 1970, when the rearmost side window disappeared in favor of a longer one-piece window behind the rear doors.

Source & copyright : Editions Atlas SA, Switzerland


Quote from NHTSA chapter "Bumper Q&A's" :

[....]

5) When did the bumper standard first come into effect and how has it changed over the years?On April 9, 1971, the agency issued its first passenger car bumper standard -- Federal Motor Vehicle Safety Standard (FMVSS) 215, "Exterior Protection," which became effective on September 1, 1972. This standard called for passenger cars, beginning with model year (MY) 1973, to withstand 5 mph front and 2 mph rear impacts against a perpendicular barrier without damage to certain safety-related components such as headlamps and fuel systems.

In October 1972, Congress enacted the Motor Vehicle Information and Cost Saving Act (MVICS Act) which mandated that the agency issue a bumper standard that yields the maximum feasible reduction of costs to the public, taking into account the cost and benefits of implementation, the standard's effect on insurance costs and legal fees, savings in consumer time and inconvenience, and health and safety considerations.

The new requirements under the MVICS Act were then consolidated with existing requirements in FMVSS 215 and promulgated in March 1976 as a new bumper standard, which was added to NHTSA's regulations at 49 CFR Part 581. The new standard which applied to passenger cars beginning with MY 1979, was referred to as the Phase I Standard. At the same time, a "no damage" requirement (Phase II) was placed on bumper systems for model year 1980 and subsequent years. (See question 6 for more information on Phase I and II requirements.)

The most recent revisions to the bumper standard took place in May 14, 1982, effective for MY 1983 and subsequent model year passenger cars. This amendment reduced test impact speeds from 5 mph to 2.5 mph for longitudinal front and rear barrier and pendulum impacts and from 3 mph to 1.5 mph for corner pendulum impacts. In addition, Phase I damage resistance criteria were substituted for Phase II criteria and a bumper height requirements of 16 to 20 inches was established for passenger cars.

[....]

Source & copyright : nhtsa.gov/cars/problems/studies/Bumper/Index.html

VOLVO Collection :

1. 1945   Volvo PV444
2. 1957   Volvo Amazon 4-door
3. 1964   Volvo P1800
4. 1953   Volvo PV455 Duett
5. 1950   Volvo PV60
6. 1971   Volvo 144 Overdrive
7. 1969   Volvo 164
8. 1971   Volvo P1800ES
9. 1956   Volvo P1900
10. 1978   Volvo 262C Bertone
11. 1965   Volvo Amazon 2-door
12. 1970   Volvo 145 Automatic Estate
13. 1938   Volvo PV52
14. 1965   Volvo PV544
15. 1979   Volvo 343
16. 1985   Volvo 480 ES
17. 1984   Volvo 740 Turbo
18. 1938   Volvo PV800 Taxi
19. 1978   Volvo 242 GT
20. 1939   Volvo PV56
21. 1962   Volvo Amazon break
22. 1936   Volvo PV36 Carioca
23. 1953   Volvo PV455 Duett 'Volvo Service'
24. 1988   Volvo 780 Bertone
25. 1988   Volvo 440
26. 1927   Volvo ÖV4 Jakob
27. 1973   Volvo 142
28. 1992   Volvo 240 Polar
29. 1971   Volvo 145 Express
30. 1975   Volvo 66 GL
31. 1992   Volvo 440 Politie (NL)
32. 1971   Volvo P1800 ES 'Prince Carl Gustaf'
33. 2001   Volvo V40 phase ll
34. 1988   Volvo 480 Turbo USA
35. 1978   Volvo 244 DL 'Blue Star'
    

• 36.   1994   Volvo 960 GLE
• 37.   1978   Volvo 264 TE
• 38.   1965   Volvo Amazon Polis (S)
• 39.   1966   Volvo P1800 S Volvoville
• 40.   1971   Volvo 145 Express Taxi
• 41.   1992   Volvo ECC
• 42.   1976   Volvo 343 Politie (NL)
• 43.   1995   Volvo 855 T5R
• 44.   1999   Volvo S80
• 45.   1990   Volvo 480 Turbo convertible
• 46.   1982   Volvo 265 GLE
• 47.   1967   Volvo Amazon 123 GT
• 48.   1988   Volvo 360 GLE
• 49.   1988   Volvo 240 SE estate Polis (S)
• 50.   1968   Volvo P210 Duett 'Tele' (S)
• 51.   1974   Volvo 142 RAC Rally
• 52.   1997   Volvo C70 convertible
• 53.   1976   Volvo 66
• 54.   1981   Volvo 264 TE Landaulet
• 55.   1933   Volvo PV654
• 56.   1984   Volvo 264 Ambulance
• 57.   1927   Volvo PV4
• 58.   1988   Volvo 760 GLE estate
• 59.   1956   Volvo TP21
• 60.   1935   Volvo Venus Bilo
• 61.   1987   Volvo 760 GLE
• 62.   1978   Volvo 244 GTX
• 63.   1937   Volvo PV51 convertible
• 64.   1974   Volvo 145 USA
  
• 65.   ....
• 66.   ....
• 67.   ....
• 68.   ....
• 69.   ....
• 70.   ....

Volvo 140 model year changes list, 1967-74:

1967 – 144S introduced. The 144 was a four-door sedan with a 1.8 liter OHV engine producing 115hp mated with either a 4-speed manual transmission or a 3-speed automatic with column shift. It also introduced the triangular brake system with discs on all wheels. Tire size was 165S15 (whitewall). New 6-digit odometer introduced. 0-120 mph band speedometer installed with driver-settable pointer to remind leadfoots to keep the speed at or below the limit on the highways.

1968 – 142S and 145S wagon introduced. Side marker lights added. 145 had 175-15 tires (still whitewall). Headrests were added.

1969 – New B20B engine with dual SU HS6 carburetors introduced. The new engine produced 118hp gross @ 5800 rpm and 123ft.lbs @ 3500 rpm. New 164S luxury model introduced with a new inline-6 engine with dual Zenith-Stromberg 175CD 2SE carburetors. Power ratings were: 145hp gross @ 5500 rpm, and 163ft.lbs @ 3000 rpm. New shifter for 4-speed manual on 164 only. Power steering was standard on the 164. 145 gained rear wiper.

1970 – All 140 series cars now have yellow rear turn signals. B20B lost some compression, going from 9.5:1 to 9.3:1, but keeping the same power and torque ratings. Also gained the Zenith-Stromberg carbs of the B30A. Leather interior added to 164.

1971 – new grilles on all 140 series cars. New 142E model with leather interior, radial tires, and fuel injection introduced. The new B20E engine produced 130hp @ 6000 rpm and 130ft.lbs @ 3500 rpm. New M41 and M410 transmissions introduced to the 100 series. These new transmissions had overdrive gears added on to the M40 and M400 gearboxes. 145 lost openable rear side windows and gained a right side air exhaust vent. Wheels widened from 4.5″ to 5″. Sunroof optional on 164. 5.5″ wheels on 164. New armrests. B20B loses the Z-S carbs and gains SU HIF 6 carbs.

1972 – All western U.S. models became fuel injected with two new motors. The B20F and the B30F. The B20F lost some power compared to the B20E at only 107hp and a much lower compression ratio. The B30F produced 138hp @ 5500 rpm. All cars with manual transmission gained the short shifter of the 1800E and 164S. New squared-off shift knob. Automatic shifters were moved to the floor. Also, all cars got new door handles that were flush against the door skin. Seats gained lumbar support adjusting knobs. Seat belts revised mid-year to have buckles instead of early style catch mechanism. Rear seat belts also revised at same time to have 3-point belts on outer positions. Dashboards gained new center control panel below the main section. Volvo starts to use SAE net horsepower ratings. B20B goes from 118 hp to 97 hp, thanks to lower compression and new rating system. B30A does the same thing, going from 145 hp in 1971 to 120 hp in 1972. European B20E’s go to 117 hp (135 gross).

1973 – New grille on 140 series, and new bumpers on all cars. Interior was revised with leather returning to the 142 and the 144 with a new trim level “GL”; that also had a sunroof. Rear seat gained center armrest on sedans. 140GL cars and 164E cars gained tachometer. Old speedometer with red band replaced by a standard speedo reading 130mph. New tailights on sedans. Tachometer optional on 140DL models. B20B engine still available in Canada and east coast of U.S.A., but not exportable to western U.S.A. (some 140’s were shipped as Canadian models and then delivered into the states). B20F regains 5 hp, and becomes just as powerful as 1970-71 B20E. 164 grille made shorter and receives the later style badge, as well as becoming plastic, instead of metal.

1974 – The big bumpers appeared. New one-piece glass in front doors. Gas tank was moved forward and enlarged from 15.3 gallons to 15.8 gallons. New exhaust system installed with different routing and larger mufflers. B20F lost 3hp when fuel system was changed from EFI to MFI. B20F cam changed to K-grind. Door mirrors no longer mounted to door skin, instead they were mounted to a sail panel on the window frame. Bulb Integrity sensor and warning light added. Engaging the parking brake no longer causes the Brake Failure warning light to come on at the same time as the Parking
Brake warning light. Seats gain knobs for adjusting backrest angle. B20B available in Canada only.