Key Specifications

Spec	Value
Production Years	1968-1975
Body Styles	4-door sedan
Engine(s)	B30A (carburettor), B30E (fuel injection)
Displacement	2,978 cc (3.0L) inline-6
Power	B30A: ~130 bhp; B30E: ~145 bhp
Torque	Not confirmed
Transmission	M40 4-speed manual, M41 4-speed + overdrive, BW35 3-speed automatic
Drive	Rear-wheel drive
0-100 km/h	Not confirmed
Top Speed	Not confirmed
Fuel Economy	Not confirmed
Weight	Approx. 1,400 kg (kerb)
Length / Width / Height	Not confirmed / Not confirmed / Not confirmed
Wheelbase	2,720 mm (extended from 140-series)

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Engine Variants

B30A (carburettor)
The base unit, fitted with two Stromberg carburettors. Reliable, torquey mid-range, and shared many internals with the redblock B20 but with two extra cylinders grafted on. Rubber intake manifold can perish; expect weeping oil from the front cover seal. Replacement parts still plentiful.

B30E (fuel injection)
Bosch D-Jetronic system, Volvo's first venture into electronic injection on a six-cylinder. More responsive throttle, better cold starts, slightly more power. Injector assemblies, pressure sensors, and wiring looms are getting scarce and expensive. If you're chasing a 164, the B30E is the one to have, if you can source parts or know a good auto-electrician.

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Transmission Options

M40 (4-speed manual)
Sturdy four-speed, basis for most Volvo manuals of the era. Slow shifts by modern standards, but won't grenade unless seriously abused.

M41 (4-speed + Laycock overdrive)
Same M40 box with an electronically actuated overdrive unit bolted to the tail. Push-button on the gear lever for fifth. Hydraulic/electrical gremlins sometimes stop the overdrive engaging, usually a simple relay or solenoid issue. This is the enthusiast's choice, strongest of the period manuals, good for ~250 lb-ft if in decent nick.

BW35 (3-speed automatic)
Borg-Warner three-speed auto. Saps some power, makes the big six feel slower than it is, but utterly dependable. Gentle shifts, long service intervals. Fine for wafting; don't expect quick changes.

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Notable Features

• First Volvo six-cylinder since the PV60 series, essentially a B20 with two extra pots.
• Longer wheelbase than the 140 (2,720 mm vs. 2,640 mm), more rear legroom, noticeably more refined ride.
• Upmarket trim: wood dash insert, plusher seats, better soundproofing. Aimed squarely at Mercedes and BMW buyers.
• Dual-circuit brakes (front/rear split), 80% braking retained if one circuit fails. Discs all round.
• MacPherson front strut suspension, a first for a big Volvo, carried over into the 240 and beyond.
• Safety cage construction, reinforced B-pillars, collapsible steering column, Volvo's signature obsession with crash protection.
• Rare outside Sweden and select European markets, never officially sold in large numbers in North America beyond small grey-import batches.
• Parts interchangeability with 140-series for many mechanical components (suspension, brakes, steering), though some 164-specific body panels and trim are pricey and harder to source.

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Buyer's note: Rust is the 164's mortal enemy, wings, sills, battery box, windscreen surrounds, spare-wheel well, and inner arches all rot badly if neglected. Check the front fenders carefully: they rust from the inside out, especially around headlights and indicators. The six-cylinder is robust but the D-Jetronic bits on a B30E can be a headache if you're not equipped to diagnose 1970s fuel injection. A tidy, rust-free 164 is worth the hunt, just don't expect a bargain.