OK, I'll bite. ?
After our chat yesterday (good to catch up with you and @1971_144GL) I did a wee bit of Googling.
There are presently three 164Es on Carsales -
a white 73 auto, the ask is $16ka 74 TE manual, the ask is $12.5ka 72 auto, $5.5k asked
On the Volvo Club of VIC website, there's a 73 144 auto with B20A, the ask is $9k - very low mileage though, and rather pristine - @carnut222 put up some pics of it in For Sale.
There's the blue 74 K-Jet 145 which we also discussed. So, where does that leave us in terms of what somebody should be paying.....
IMHO, these days, I'd expect to pay $8K - $10K for a pristine car with little wear and tear, and rego.
$3.5K to 8K for a good to very good car with a few blemishes but no rust. Expect a very good steering box for the higher end cars.
Up to $3.5K for a unit which needs some help, but doesn't need major paint, bodywork, or rust repair but has rego.
$500 to $3.5k for a project which needs body or mechanical work, but will pass rego.
$500 tops for anything without rego. If it won't pass rego, that indicates it will need rust repair and maybe mechanical work.
142s and 145s fetch more than 144s, which sold far more units in OZ. FI models fetch a little more than twin carb cars, and single carb units a bit less. 164 manuals fetch more, especially if M410.
Among 140 fans, there's generally more love by most for pre-72 models, but personally I like the 73s and 74s.
140s were the 'unloved' Volvos, as they were generally seen as less sporty than the Amazon predecessors and more of an appliance. They evolved into the 240, which lasted 18 years in production, but the turbo models changed perceptions from 1981 and kept the model in demand well past its anticipated mid-1980s sunset date.
Many 140s were pillaged for their 4.1:1 disc-brake Dana rear axles and 4-pot calipers by the Holden set in the early 1980s.
140s had a lot of One-Year-Model-Only items, particularly with electrical and trim fittings.
Engines - B18s from start of 144 production in 1966; B20 from 1969 on; D-Jet from 1971-3; K-Jet in 1974. 164s were either B30 twin carbs or D-Jet - no K-Jet for the big 6, which used six B20 pistons but had a unique bellhousing.
Thanks to the 1800 community, nearly all 140 engine parts are still available new. More M40/M41 bits are around than M45 parts these days, but M400 /M410 boxes and parts are hard to find. Brake caliper parts were carried over into 240. Steering boxes are NLA, as are many components of it. Crownwheel and pinion carry over into 240s, but the 140's axles are longer. Felt seals on pre-74 timing case and rear main are prone to leakage. Like 240s, 140s rust from the insides, particularly in the front wheel well areas. Windscreen surrounds trap dirt and corrode the 'rust clips' which then corrode the scuttle panel above the firewall. Otherwise, they share the same common rust spots as 240s.
Well, that's my take on 'em; it will be interesting to see others.
