The first 700 series to be introduced to the UK market was the 760 saloon, in July 1982. The 740 saloon followed in October 1984, with estates becoming available for the 1986 model year. At the time they were the top of the Volvo range, luxuriously equipped and technologically advanced. The 1990 model year saw a facelift on the 700 series, making them look less angular, and it was around this time the 760 saloon also recieved independant rear suspension. Volvo also produced a 780 coupe, styled by Bertone. This car is mechanically identical to the 760 saloon of the same year, but with a different interior and different body work. (See below). Because of this shared chassis, the 760 and 780 recieved independant rear suspension at the same time. This car was never relased in the UK. (Possibly because a right hand drive version was never built?? Anyone out there know?)

The chassis of the car is superbly balanced, and drifts neutrally and predictably, while the ride quality is excelent, even by todays standards. These cars devour huge distances with ease, and can be totally effortless and relaxing to drive. However, with rear wheel drive handling characteristics and upto 184bhp, they can also be tremendous fun!

-780 Bertone-

The 740 has an inline 4 cylinder (hence the 740) overhead cam engine, consisting of a cast iron block, and a cross-flow aluminium cyclinder head. The engine is designated according to its displacement, and later, its number of valves. The most common, 2316cc varient is known as the B230. The 1990cc version is the B200. This number is followed by letters which indicate the fuel system fitted.

• 'K' for carburettor
• 'E' for injection
• 'ET' for injection, and turbocharger
• 'F' for injection, with catalytic converter
• 'FT' for injection, turbo, and catalytic converter

Volvo offer tuning kits for both the B230E and B230ET

Later 740GLT models had a 16 valve double overhead cam version of the B230 called the B234F. (B230, 4 Valves per cylinder, with a cat) This engine had numerous improvements, mainly the addition of balancer shafts for smoother running, and adjustment free hydraulic tappets.

Later 760s used electronic fuel injection to increase the power output of the V6 to 170BHP. A respectable figure even today.

Unfortunately, the V6, developed jointly with Renault and Peugeot, is notoriously unreliable if not properly maintained. It is essential that these engines recieve very regular and frequent oil changes, or oil deposits build up, and prevent the oil flowing to the camshafts properly. This is obviously a bad thing, and can cause camshafts to seize.
The good news is that most of the neglected cars are now in scrapyards because of this, so chances are if you find one running today, its one that has been looked after. Even this however, is no guarentee, I have heard of examples owned by enthusiasts which have still let go. The safest choice are the four-pot engines, which are virtually indistructable. Put oil and fuel in, and it'll run forever.

The same V6 is used in the Metro 6R4 (where it WAS turbocharged, resulting in some 400bhp), the Renault Alpine and Peugeot and Renault's big saloons of the same era. Interestingly, it was also used in the ill fated DeLorean!

Four different gearboxes were fitted to the 700. Two manual gearbox variations were available, and two automatic. The most common manual was a 5 speed unit. The other variation was a four speed, with an electronically selectable over-drive. The gearchange is extremely satisfying. Due to the position of the gearbox, beneath and just forward of the gearlever, a linkage can be employed, rather than a cable. This gives excelent feel as the gears engage, far better than any cable operated gearbox. First gear can be slightly difficult to engage when coasting to a halt, partly because it is an extremely low ratio.

The four speed automatic units offered three gears plus over-drive. Any of the gears can also be manually selected to lock the transmittion in that gear. The kick-down feature is operated either by flooring the accelerator, or by pressing a small button on the side of the selector, which locks out over-drive. This can be used either for overtaking, or to offer some engine breaking on steep inclines.

More than one rear axle type was fitted, depending on engine and gearbox, but I have no specific information on these. (Yet!) There was an optional limited slip differential (posi-rear end), but this was quite expensive, and I have never seen one.

The brakes are servo-assisted hydraulic disc brakes on all four corners. The front discs are vented, while the rears are solid. Two disc diameters were fitted. The cars which had 14" wheels as standard had slightly smaller discs, while the turbo models with 15" wheels and ABS had slightly larger discs. The brakes are dual circuit, and split in different ways. Those cars without ABS have diagonally split circuits, with both circuits operating on both front wheels, and one rear. The cars with ABS have front-rear split, with one circuit operating the front wheels and one the rear.

Diagonal Split

Front Back Split

Clearly the diagonal split would provide for a more stable car should one circuit fail for any reason, with both front wheels still supplying a braking effect. However, in theory the ABS would prevent the rear wheels simply locking in the event the front circuit should fail.

The hand (parking/emergency) brake operates drums in the centre of the rear discs by means of an adjustable cable to the lever in the central console of the car.

The interior of the cars varied only very slightly between the 740 and 760. Both have ample room to carry four passengers in total comfort, as you'd expect. Air conditioning was an option (standard on some 760s), and a four speaker sound system was standard. The seats are extremely comfortable, and offer adequate lateral support for cornering, as well as individual front and rear height adjustment (for passenger also) and lumbar support. The driver also enjoys a well positioned arm rest on the centre console, and both front seats are heated. Windows are electrically operated, as are the (heated) door-mirrors, and in some cases the seats.

There were several trim levels. The 760s came with leather seats, while these were an option on the 740s. The plush upholstery of the 740s is, however, extremely comfortable. The turbo models came with half leather, offering the luxury touch of leather, while retaining the superior grip of the plush upholstery. Cruise control was available as an option.

In my humble opinion, the steering wheel is ugly, and the hazard warning light switch is badly positioned on the steering column, which makes it hard to get at when you want it.

The pictures below show the side of a 740 saloon (mine, as it happens) after a VW Golf inserted itself in it from about 30mph. As you can see, it left quite a dent. The golf was mess though, and the side of this beast has since been repaired. I am sure that not many cars of this age would provide this kind of protection in a side impact situation.

According to the Insurance Institute for Highway safety, the Volvo 740 has the second lowest driver fatality rate in the U.S. (After the Volvo 240!).