In 2015 one of our Volvo club members had reached out to me asking if I might be interested in one of his cars that his grandfather had left him. His grandfather was an avid Volvo collector, and a club member as well. Unfortunately he had passed leaving behind a mound of Volvos and parts. The yellow 145 wagon was passed down, and was not getting the attention that the family thought it deserved.
The wagon did not come without its quirks though. It was actually named “the yellow peril” because of its constant need for attention. I had heard of its problems, but did not think much of it, as the car had made it to a few of our events just fine. Boy, was I wrong in that statement. The wagon really did live up to its name, it turns out.
I had recruited my Volvo club friend, David Gipson to make the trek with me to Bartlesville, OK, and load up the wagon. It was February, and a major winter storm was heading our way the next day, so it was a race against the clock. David came up from Clinton AR, and we hooked his car hauler to my XC90, and headed east. We arrived in Bartlesville around 12 to pick up the wagon, and loaded it up. We also stopped with the family for lunch at their favorite Mexican restaurant. There were a few tears that were shed while we were leaving, but it was still a happy moment. We got the car back to Fayetteville, and parked it for a few weeks, as I was going to work on it a bit.
I was eager to get started on the car, as I thought it might be simple things. I had learned a lot from my 164 engine rebuild, and my current 164. I felt confident in my ability to mess with the troublesome D-Jetronic fuel injection system. Once I got to working on replacing old fuel injection lines, seals, new injectors, and fiber washer (this is so it won’t vapor lock), I thought it would improve how it ran tremendously. Wrong. One of the problems was the car would idle very high, it almost sounded like a lawn mower. You can play with the idle on these by adjusting a screw on one of the fuel injection components. Well, that did absolutely nothing. So I thought maybe this control value was bad, so I swapped it out, and nothing. Luckily I had grabbed a few vital parts in the part stash before I brought it home, but after a few weeks I realized I was in over my head.
I called up David, and asked if I could bring the car down to Clinton and work on it during the weekends. He agreed, and offered his shop next to his house. Little did he know this would be the beginning of a long friendship, and many projects. I think to this day he regrets opening up his shop, because he did not know what that would entail for years to come!
Anyway, I got the yellow peril down to Clinton, about two hours south of Fayetteville. David and I immediately started looking into things that would cause this high idle. Before we could even look at it, the car wouldn’t start. Puzzled, we jumped it, and soon discovered that the alternator was not charging the battery. Quick fix, as one of us had a spare laying around. One we got it up and running and charging, another problem developed, one of the freeze plugs started to weep, and needed replacing. After replacing one freeze plug, another one started to weep, so we just decided to replace them all. With all of the gremlins being sorted out, we were able to focus on the idle.
After replacing almost all of the fuel injection including the computer with new or working parts, it still idled high. We could just not figure it out. The car was not running rich, or lean, just high idle. We also went through and replaced almost all vacuum hoses thinking there might be a leak, and nothing helped. David suggested swapping it over to a Weber carburetor, and being done with it, but I really wanted to keep the car original.
Not long after we had almost thrown in the towel, I got a text from the seller. He asked if there was any way possible that he could buy the car back. They had missed the car in the driveway, and would like to have it back. I agreed to sell them the car back, for the few dollars I had spent on it, and the next weekend loaded the car up, and drove it back to Bartlesville where it still sits today. To my knowledge the car is driven some, but still idles high.
Looking into the history of the car, it definitely has had a hard life. The family had bought the car when they lived in the United States. I don’t recall if it was bought new by them, or used, but it eventually made the trip to Panama with the family when George, the grandfather, got a job down there. George was an engineer who had worked for Phillips in Bartlesville, but when Phillips pulled out of Bartlesville the town almost collapsed. His widow told me that they had to give their house away because no one would buy it (I don’t mean she sold it cheap, they actually had to give it to someone as no one was looking to buy in the city).
The yellow peril, and their 1969 164 was shipped down to Panama where George had found a job working with the Panama Canal. The roads down there were not nice to the 145 or the 164. Both cars had tremendous underbody damage from the rough roads they drove on for a number of years. After Phillips brought back their HQ to Bartlesville, the family moved back with the 145, and 164 where they both sat until a few years ago.
The yellow peril had a trusty B20 engine with no AC, or power steering. The B20 was a reliable power plant for Volvo for a number of years. Deriving from the B4B to a B18, and then B20 they all were basically the same motor with more horses added along the way. It had roots from Volvo’s tractors in Sweden, and often used in their Penta division as well. Being a straight 4 cylinder push rod motor it kind of sounded like a sewing machine when tuned properly. The 145 was also equipped with a 4 speed manual transmission with no overdrive. I think this was the one thing that the car had going for it. It shifted through the gears perfectly, and the B20 really seemed to thrive well with this combination.
The wagon was yellow obviously with a black vinyl interior. The driver seat was maroon though because it was switched for one that had better upholstery. The rear hatch did not work from the outside, so there was a string tied from the inside that you had to pull to open it. All 4 tires were different ties, and it had a unconfirmed mileage on it, as the cluster was changed years ago. The car still had its original paint that with a good wax would shine, and the luggage rack up top stood proudly over the car.
With all the being said, the car is something that could never be replaced. It had so much history with this family. It was a staple for the family around town as people would always know it was them. The car definitely had its gremlins, but a personality for sure. Even back then it was not really your everyday run of the mill car. Volvos were not strongly represented in the mid part of the country even to this day. Back then a yellow Volvo wagon in the middle of Oklahoma was not too common, and that is what attracts a lot of owners to Volvo. This family actually never drove anything else but a Volvo since the late 1960’s, and I think that says a lot about them. As much as I wanted to pull my hair out with this car, I had to stop and take a look at it, and appreciate it for what it’s worth. It’s lived a hard life, and been down many roads.
In the end I would probably not take another whack at the yellow peril. I think that all its gremlins are just part of its personality. You can’t really fix them, you just drive it the way it is and appreciate it for what it is. The wagon needed to stay in its small town, and just enjoy the down time. I think someday the car will be saved, and get a total restoration, that is my hope for it at least. With wagon values increasing, and 122 wagons in particular increasing, I can only hope that the 145 will do the same. I enjoyed my short stint with the yellow peril, but glad it is back at its home until it gets picked up by someone for restoration.
At the end of November 1967, Volvo presented the third version, 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 metres 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 Volvo 145 quickly became an extremely popular estate and played an increasingly important role in the 140 Series.
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 favour of a longer one-piece window behind the rear doors.
Technical Specifications
Model: 145
Variants: Express, Increased roof
Produced: 1967 – 1974
Volume: 268317
Body: 5-door estate
Engine: 4-cylinder, in-line, overhead valves, 1,778 cc, 84.14 x 80 mm, and 1,986 cc, 88.9 x 80 mm, in several power versions.
Transmission: 4-speed manual or 4-speed manual with electrical overdrive or 3-speed automatic.
Brakes: Hydraulic, disc brakes on all four wheels.
Dimensions: Overall length 464 cm, wheelbase 260 cm.
Lemon tart
I miss my 1989 Colt Turbo VTS 16V. Mario Andretti once lapped it around Watkins Glen in the summer of 1989, proclaiming it as one of the best (road) cars he has ever driven. Little known fact: Mitsubishi had running prototypes of a new suspension, similar to Ford’s RevoKnuckle in the Focus, running in 1986. However, Kazue Naganuma axed the project as “non-cost effective”. In reality, this was at the request of Lee Iacocca, who pushed for “simplification” of the Colt line. Naganuma actually despised Iacocca, as he once stated that Iacocca “hasn’t driven a modern car in 30 years, and conducts his business as such”. Iacocca actually tried to dump the Colt name several times since heading Chrysler, once attempting to use the Duster name in 1983 (later used for a Plymouth Sundance model), then again in 1987 with the Dart nameplate. I’ll admit, I wish my car was a 1989 Dodge Dart Turbo VTS 16V! Ugh.
My PTSD is kicking in and it’s not from my time in the military.
We had a ’74 145 (aka the Orange Monster) for a couple of years in the early ’80s and it was a horrible car. I wrote about it some here https://www.curbsideclassic.com/cars-of-a-lifetime/coal-1984-oldsmobile-delta-88-moms-car/
Ours too had non-stop problems with the fuel injection, which I later learned was the first year for the electronic Jetronic system, and since you mentioned it, I also remember my Dad saying it frequently vapor locked. It frustrated my Mom so much and left us stranded so many times, and I really think that car spent more time in the shop than on the road. We were on a first name basis with the service manager at the Volvo dealer. He still sends Christmas cards.
But now with 40 years of automotive knowledge and experience behind me, I have often wondered that if a mechanic back then had the forethought to retrofit a carburetor on the Volvo, would that have alleviated it’s problems.
Whatever the case, as soon as my Mom got a good gubmint job, she happily and unceremoniously dropped the Volvo off at the local Oldsmobile dealer and drove home in a shiny new (and very reliable) Delta 88 coupe.
Anyway, I WANT to like the classic Volvo 140 (and 240) series; they are tough, cool cars, but I’m just not there yet. There is a later ’70s (4 headlight) 145 wagon running around my town that I do a double take every time I see it so maybe I’m getting there.
Nice article though and I haven’t seen a ’74 145 since we dropped the Orange Monster off at Hays Olds in the summer of 1982.
There are times when I’ve thought about getting an old Volvo just for “sh!ts and giggles”. I’ve owned dozens of various older cars and figured I’d see what the fuss was all about. Why do people love this or that car?
After buying them, some cars I could see the appeal, others not.
Having never even driven a Volvo of this vintage, I may be content to learn from both of your experiences and let Volvo be the “one that got away”.- – Or maybe not!
That 4-headlamp car you see is a 240; the 140 cars all had one headlamp per side and their last year was ’74.
Ah ok, thanks Daniel. I didn’t know when the changeover was. I know little to nothing about classic Volvos
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Interesting since I have kept my eye open for a 240 from the 80s. They are actually dwindling now out here in the Bay Area which was once fertile ground for them. Another I look for, may need my head examined but I can’t help it, is a Saab 900s from the 80s. Another car common out here back then but even rarer now.
Very cool car, but sounds like it was going to be too much trouble, and that you did a good deed in returning it to its former owner.
I wonder how much the former owners of some of the cool cars I have owned have missed them. My Honda Element was tricked out with a lot of love and care by the PO, and the only reason he sold it was that he was leaving the country. He had set it up as a livable, off-the-grid camper and had spent a lot of time in it. I love the car and plan to drive it til the wheels come off.
I also have a project Westy that I’ve been writing about here lately. I know that if I ever sold it, that I would go looking for it again.
I like the yellow paint and especially the (one) red seat. It appears that the carpet is red as well! Bummer about the issues but it worked out for the best, better than if you had just resold it to someone else who would then be frustrated by the issues.
Isn’t that a ‘73? It has the smaller version of the impact bumpers…I thought the ‘74 was the first year of the big bumpers like the ones that continued on the 240 series cars.
My family had a ‘71 144 sedan when I was young, with the really long shift lever and SU carburetors that I remember my dad having a terrible time keeping sorted properly.
Regardless of what year, quite a story attached to this car!
This is a ’73, no doubt about it.
Yes. This one is a ’73 model (we had a ’73 144) because of the smaller bumpers (compared with the ’74) and the front vent windows.
I was testing you all. This is a 73. Funny thing is I knew this was a 73, but my brain wanted to type 74. After owning several 140 series, they all start running together.
Connor: The front doors of this car are from a ’73 (or earlier); I’m pretty sure this is a ’73. The ’74 had no wind wing window – as can be seen in the black 145 pimped out in Berlin in the very next story (above).
Volvos were strong cars. But not anymore. Its a chinese brand today… Cud be ok, but who knows. The bricks were quintisential volvos. Truly robust. Kind of like Peugeot 504’s. In durability.
The car world today has changed drastically. Saab gone, Volvo Chinese, jaguar/land rover half Chinese half Indian, Alfa on the brink of bankruptcy. The strong ones left today are VW, Toyota and Honda.
I was a participating member of various online Volvo communities from about 1995-2009. I remember George fondly; he was generous with his knowledge and his spirit. I’m glad the Yellow Peril went to a good home.
We had a green 1974 Volvo 145 Wagon for years, first as Mom’s primary car, then as a backup vehicle. I think all of us learned how to drive a manual transmission in that car (though frankly we all had experience with motorcycles first), and I think I took my driving test in it. I remember being fascinated by all the buttons and toggle switches on the dashboard. Some of those buttons were air-operated, I think. It had the switch for the rear window defroster, we thought that was super-cool.
One of the things Volvos had going for them in comparison with other foreign cars was a really well-thought-out and well-operating climate control system. Not just a good heater (Swedish cars you would think would have a good heater) but a good air-conditioning system. This was very important in Southern California.
The fuel-injection system in that car (Bosch Mechanical) was quite troublesome to my father until he figured out (I am remembering this detail from nearly 40 years ago) that the unit was very sensitive to a well-sealed intake plenum, the rubber/plastic parts, including the airbox, barely visible in the photo above. There were some sensors (vacuum) plugged into there. Those parts were very expensive from Volvo, and prone to degradation. If I remember correctly, he wrapped those things in layers of electrical tape until it sealed well, and then it ran much better. That Volvo was followed later by a fun but dog-slow Volvo Diesel Wagon.
Same motor and same color as the 1972 142 that I owned until 2018, and which was shown in a post I did some years before that. The fuel injection hoses, which were replaced by a previous owner and secured with simple hose clamps, look similar as well. I never had any problem with the idle and it always started up easily.
They had a nickname of North shore Valiant after the wealthier suburbs in Sydney ehere Volvos abounded Ironically I had a valiant wagon that had been that colour when it left the factory, Ive only seen these older Volvos in specialist wrecking yards recently but if someone is wrecking them for parts there must be live ones somewhere creating a demand but where,
IMO this is a 73 model year 145, not 74. 73 has the smaller bumpers, and 74 the giant version.
When I hear ‘Yellow Peril’ I think of this:
These had carbs in Europe. No problem at all. The 140 carried on the baton from the Amazon of total reliability and long life.