The Volvo 740/760 Story


It’s the mid-70s and Volvo is heavily in
debt. The new 200 series is unreliable, they have
43,000 gas guzzling large family cars waiting to be sold at a time when the world is swarming
to small fuel economical cars. Volvo’s trying every trick in the book to
stay afloat, and at the same time must spend money to develop a new car to sell in the
1980s, if it makes it to the 1980s. But the investment paid off. The 700 series would be the car that saved
Volvo and would go on to sell almost 2M cars. This is the Volvo 740 and 760 story. (music) Just a year after the 200 series launch, Volvo
started to look towards its replacement. The new car should capitalise on the 200’s
best points, while moving the car brand upmarket to a more profitable category. Project NV80 as it was called, focused on
seven key criteria to make the new car a success. The 200 series had been unreliable out of
the gate, although that quickly improved, but Volvo would make reliability a big focus
of the new car. The 1973 oil crisis also loomed large. Customers were moving towards small fuel efficient
cars, and Volvo – a maker of large family cars – was suffering financially. The new car would use fuel injection and turbodiesels
to make the cars competitive. Volvo wanted the new car to have a lower total
cost of ownership, from purchase to trade-in. If they couldn’t win the battle of the cheapest
car in its class, they wanted to show it was cheaper to service. Those serviceable parts would be easily accessible
so even an inexperienced owner could change them, and garage repair bills would be lower. If nothing else, it would reduce the costs
for Volvo’s own service centres. For example, to replace a headlamp bulb it’s
simply a matter of twisting the holder out, swapping the bulb and replacing it. On some cars it could be a much more complex
process, for example on the VW Beetle, developed 20 years later. By 1976 many different designs had been created,
some from Volvo design lead Jan Wilsgaard who had penned Volvo’s cars since the Amazon
in 1956, but others from outside design firms Coggiola and ItalDesign. The finance department wanted a simple shape
that was cheap to manufacture, and this made the team look at a simple, straight-edged
design. But that boxy shape needed a drag coefficient
of just 0.4 to help make this a low-cost fuel efficient car to own. After a great deal of work in a British wind
tunnel, they would achieve just that. After much deliberation the team chose Jan
Wilsgaard’s design. Three shapes were considered, a saloon, a
hatchback and an estate, but making all three was simply too expensive. So, the plan was to focus on the top of the
range saloon first and introduce an estate later on. With finances tight, the new car would inherit
the already good underpinnings and rear wheel drive layout from the Volvo 200 series. To improve handling and interior comfort the
wheelbase would be extended 5”, while keeping the overall length the same. Transmission and engines would also be carried
over, using the same V6 developed with Renault and Peugeot; introduced in 1974 and used by
the DeLorean. The suspension would be tuned for predictable
handling to ensure it would be a safe car to drive. The rear axle would be suspended by a subframe
to reduce road noise, making it a quieter, higher-end driving experience. With the NV80 project now renamed to Project
P31, the design team toured Volvo’s export markets getting market data to lock down the
car’s design. What would 1980s drivers be looking for, and
what upcoming legislation could hinder it? This helped shape the car and ensure it would
have a long life. But Volvo’s finances were getting worse. By 1976 thousands of cars were left unsold
because of overestimating demand. Volvo’s loan request from the Swedish Government
was rejected, forcing them to think of drastic measures to survive. Management looked into merging with Saab the
following year, but these plans were ultimately dropped. The P31 project was ominously renamed to Project
1155, that’s 5 minutes to 12, meaning there wasn’t much time left to get the car out
before Volvo went bankrupt. This was the car that would make or break
Volvo. To make sure the car was right Volvo held
public product clinics in Volvo’s top export markets, West Germany and the USA. The car was unbranded so participants didn’t
know it was a Volvo, but given the boxy shape, what else could it be?!? Customer response was overwhelmingly positive,
calling it a luxurious, safety conscious car – just what Volvo was going for. There were of course criticisms, but these
were minor – for example the windscreen rake was too severe, and the feedback was
taken on board to improve the car. The car had initially been planned for a 1980
introduction, but it took until spring of 1978 to get a driveable prototype, and the
car’s introduction would be delayed until 1982. With tight finances, Volvo came up with a
slightly odd plan to prevent bankruptcy. The Norwegian Government would give Volvo
rights to drill for oil in newly found North Sea oil seams, and Volvo would then sell the
oil. This would make Volvo the only car company
that was also an oil company. But Volvo shareholders nixed the deal in 1979
and had their knives out to cut Project 1155 entirely to save money. Without a 200 series successor Volvo would
be in even more trouble, so Project 1155 continued apace, now renamed to “Project 01”. With the USA being an important market, the
car had to be tested not just for extreme cold, but extreme heat, so the car was taken
to the Australian Outback and Rocky mountains. To further gauge customer opinion for the
car, and to show Volvo’s progress in fuel efficient vehicles, the “VCC” or “Volvo
Concept Car” was shown in 1980. It was essentially an estate version of Project
01 and became just one of many VCC-badged concepts Volvo would produce over the years. Production of Volvo’s 2-door coupé, the
262C ended in 1981. High-end 2-door coupé’s sold well in the
USA, if Volvo could get the package right, so they looked to make a replacement designed
on Project 01’s chassis. They turned to old collaborators Bertone to
bring it to production. The new coupé – dubbed Project 1780, started
in August 1981. Volvo suggested Bertone take a Project 01
chassis and make minor modifications, but Bertone thought more major work was needed
to make a compelling car. Volvo didn’t agree with Bertone’s design
so sent Jan Wilsgaard to Italy to help out. Together they produced a compelling package,
but with the resulting design not sharing a single panel with Project 01, the profit
margin was going to be slim. By this time Project 01 development had cost
around $600M USD. Although the 200 series continued to sell
well, Volvo had a lot riding on this car. They were already developing a compact executive
car but if Project 01 – now dubbed the Volvo 760 – wasn’t successful, there wouldn’t
be any more money to bring it to reality. To protect Volvo’s truck, bus and construction
equipment business from bankruptcy, the car division was spun off into a separate company. (music) The Volvo 760 launched on February 2nd, 1982
as a high-spec luxury 4-door saloon. With power steering, electric windows, sunroof
and mirrors, heated seats, alloy wheels, central locking, leather seats and an automatic gearbox,
it checked the boxes as a safe, luxurious car. It came in cheaper than the German and US
competition, a niche Volvo would come to own into the 21st century. But European reviewers were less sure. They felt the boxy shape was out of step with
current European car fashions and that it wouldn’t sell. The boxy look was too “American”. But it also looked like it would protect its
occupants, which played to Volvo’s strengths. Those bohemians who had loved their 240 were
growing up and wanted something more luxurious, and the 760 fit the bill. The 760 was intended to replace the 260, but
for now both models were sold alongside each other, with the 260 being the more “cost
effective” model, that’s marketing speak for “cheap”! Volvo had used this tactic before, and it
helped get additional much needed profit from a car that had already paid off its development
and tooling costs. By 1983 the 760 was also being powered by
an economical turbodiesel, but Volvo took the 2.1L petrol turbo engine from the 240
and expanded it to 2.3L, giving a blistering 0-60 time of under 8 seconds. That’s like sticking a Mentos mint into
a diet Coke, if the Coke weighed nearly 2 metric tonnes and was rather boxy! Volvo themselves used a marketing campaign
to compare the car to the Porsche 944. Both cars had identical quarter mile times,
but to cap it all the Volvo got to 60mph first! The range was filled out in 1984 with the
introduction of the more cost effective 740, providing more reasons for customers to choose
it over the 240. Back in the 200 series days, the “6” in
260 stood for 6-cylinder engines, with the “4” for 4-cylinder, but Volvo had long
abandoned this nomenclature, using the “4” for lower spec cars that often had smaller
engines to cut costs. The stalwart Volvo Redblock engine used in
the 240 and indeed the new 760 would be updated to provide better performance and fuel efficiency. But the 740 wasn’t a stripped down basic
model. The base model came with power steering, central
locking and indeed heated seats as standard! No wonder then that the 740 was much more
popular than the 760. The 700 range was further expanded the following
year with the 740 & 760 estate. It was based on the 1980 VCC but extended
to provide more cargo space. And to improve the 700 series, ABS and traction
control were added, and the 740 gained a turbo. Volvo would announce their new car in the
time honoured ancient Swedish tradition of stacking things on top of it. They would stack a large truck, and also several
other Volvos as they’d done with the 140 when that was launched. With this, the 700 series could now replace
the 200 series, but the 240 continued to sell, and sell, and sell….. To complete the range, that 2-door coupé
from Bertone was introduced in Geneva in 1986 as the 780. It was a highly appointed car that was used
to take Volvo further upmarket. Volvo had tested the car, but Bertone would
manufacture it. The sumptuous interior would be customised
just for this car and included all the creature comforts from the 760 plus wood trim, electrically
adjustable seats and cruise control. The team did want to add a turbo, but the
small engine bay caused overheating, but a turbodiesel option was available. In 1988 the 760 got a subtle update. The wipers were hidden
to make them more aerodynamic, and the front was revised, making it more sloped. Both the 760 and 780 got multi-link suspension
to provide better handling, and Volvo was one of the first companies to add this to
a mass-produced car. The following year the 4-cylinder 2.0L petrol
engines gained 16-valves, a turbo and an intercooler to provide further fuel economy and performance,
giving up to 200hp. Volvo evaluated a 2.3L version, but discounted
it as it would be too powerful for the existing gearbox. But the 700 series updates were subtle as
Volvo was focusing a lot of its time on developing the new 850 that would be introduced in 1991,
and in fact many of the 700 series improvements at this time came from 850 development. The 740’s front styling was updated in 1990,
the car got a dashboard update in 1991, and the 780 coupé was discontinued, but this
wasn’t the beginning of the end. Back in 1988 Volvo had started looking at
the 740 and 760’s replacement, but with all funds going into 850 development, there
was little money left. Given its strong sales, and the continued
sales of the 200 series which refused to die, Volvo believed they could get additional life
out of the 740 and 760 with a styling update, particularly around the back of the saloon
that was looking dated. Operation Backlift, as it would be known also
looked at the old 1974 V6 engine that was becoming uncompetitive. The 850 would use a new X-100 4-cylinder engine. Volvo were able to enlarge it to both a 5-cylinder
and 6-cylinder version, and the 6-cylinder would be used on the updated 760. The subtle styling update was influenced by
the 850’s new look, and the similarity would give the cars a family feel. But the changes around the front were subtle. With the 740 and 760 update being called the
940 and 960, if you didn’t know where to look – mainly around the back of the saloon
– the only thing that would tip you off it was the new car was the “9” on the
badge. Around 1991 the Volvo line-up was confusing. There was the 200 series – about to end
its life in 1993, then there was the last of the 700 series being sold at the same time
as the 900 series it was replacing. Then there was the slightly shorter but very
similar 850. Am I the only casual observer that got baffled
by Volvo’s line-up at this time? But by 1993 the line-up was rationalised to
just the 850, 940 and 960. Volvo’s decision to soldier on with essentially
the same car was a smart move as the car still sold well, and was updated just a year later,
further updating the styling both inside and out to keep it relevant with the times, and
taking technology updates along the way. By now the car was being built all around
the world, a testament to just how popular it was in multiple export markets and to how
good the original 700 series design was. In 1996 Volvo rebranded its range with “S”
for saloon and “V” for estate, and this meant the 900 series was renamed the S90 and
V90 in select markets. But age was finally catching up with the venerable
car, and production ended in 1998. The car had to sell well to save Volvo, and
sell well it did, selling over 1.9M cars in its 16 year production run, despite having
to compete against its cheaper predecessor for much of its life. The 700 series set the mould for the large
saloon and estate the company would be known for well into the 21st century. Matchbox cars have a long and storied history. Find out more by clicking on the video on
the right. And a big thank you to all my Patrons for
supporting me! To get early advert free access to new videos,
or to appear in the credits, please consider supporting me using the Patreon link below
from just $1 or 80p a month. Thanks for watching and see you in the next
video!

100 thoughts on “The Volvo 740/760 Story

  1. I mention the 240 was unreliable – in the first 1-2 years of manufacture. After that they solved the reliability problems.

  2. Just love that they went snowdrifting with three 740s in a commercial! In Sweden it's still the most popular car as winterbeaters.

  3. I love the Volvo "brick" 740/760 series both sedan and wagon, very well built very easy to maintain and built like a tank and much safety in mind as they are still on the streets today some with over 400k miles on them still going

  4. Amazing! So this means the 740/760 together with the 240/260 was the worst car and choice in economical and business perspective that Volvo as a company made.

    They where almost bankrupt and had hard times when developing the 740/760. And the 260 where, as here said, unreliable when released and got a bad reputation of it. Also boxy car wasn't what people wanted where the popular car was getting smaller and was cheaper to own. All this as the Volvo story videos says, got Volvo almost bankrupt. So probably didn't get many cars sold in the beginning. As said here they didn't sell as many as they thought.

    And all the money put on developing the 740/760 got them very close to bankruptcy. So the shareholders panicked and declined the Norway agreement about oil so Volvo could be a part oil company.

    Now Norway is super rich in oil money. That could be shared to the Swedish Volvo company if they didn't go almost bankrupt when developing the 760. If they didn't make the 260/240 and the 760/740 and did something else for example. Something that would cost them less in development and do something that was trendy, like a cheaper smaller car. Something to save money. Then they wouldn't go near bankruptcy and then the shareholders would not panic to save money and deny deal between Norwegian oil and Volvo to merge would not be cancelled. This deal was really famous and long discussed. The Norwegian oil companies wanted this as well as Volvo.

    If that near bankruptcy and denial of that deal never happened then Volvo would be a super big company today with much money in oil to back up their car manufacturing and then they would not get sold to China etc. as today. It would be the one of biggest company in northern Europe or whole EU.

    This is amazing to me. This is the biggest mistake that Volvo did. So that the 760/740 is the biggest mistake and worst car they choose to develop in the LONG RUN. To miss the opportunity to be a big still Swedish company instead of splitting the company and sell parts of Volvo to China. This could change the Swedish and the European economy completely and Volvo could be the biggest car company with lots of money to develop for example new technology we don't have today, like Elon is doing with Tesla but in bigger capacity or earlier.

    I am swedish and I love this story because here everyone is praising the 740 as the almighty car. Every young man is owning one and many have it as there only car as they grow old. There are cults about this car, so called "Volvoraggare" here in Sweden. This is super big cult that that is national spread mostly on the country side. You don't understand, people breath, sleep and live this car. It is one of the strangest thing on earth. I love to tell them all now with proof that the 740 was the worst car that Volvo as a company ever developed and produced, that instead could become something great for Volvo to grow super big and Swedish economy to flourish.
    I can see there's faces already, their "God" become a traitor 😀

  5. Errr hang on a mo your wrong the 240 had no reliability problems so much so the engine carried over to 700 but the 760 2.3 was a dog due to the faulty motronic system! Plus you keft out the 2.3 and failed to illuminate the faulty vw straight 6 diesel that would turn heads into u bolts!
    Final foot note economy wise the 240 2.3 can easily get 40mpg.

  6. I always disliked the "cubist stagecoach" looks of the cars of the late 1970's-late 80's. Lots of angular and terrible designs excreted by alll the car companies then, really bad times to own a car regardless of make or model. The Volvo 740/760 were some of the fugliest brick-mobiles on the roads, regardless of build quality. At least they were rear-wheel drive tho.

  7. I wonder if they really tried to hide the origins from the market testers. Hellen Keller could tell that was a Volvo (or at least Volvo design) from 100yds.

  8. I have always liked the 700 series. I still think the 200 series looks sharp. Wish I could get my hands on a 262C.

  9. Most manufacturers wish they had the same problem Volvo had with the 200 series. Initial investment has been paid off for years. No new R&D required. No new stamping is needed because customers actually want one that looks like previous models. And they keep selling as many as they make.
    Yes, they probably cannibalized some 700/800 series sales, but they weren't loosing them to a different company.

  10. I wonder how the connection goes with Volvo being in financial need and the purchase of Dutch Daf in '74.
    Did they intend to produce/develop smaller cars here? (which they did). Was it one of the reasons they were in financial dire straits?
    The Volvo 66 could have hardly been a saviour for them in the small car market and although the 300 series sold pretty well it wasn't really al that small of a compact car.

  11. They really did an excellent job of this car. In the 80s and 90 there was almost a class of people who would own a Volvo.

    I remember being told to watch out for the Volvos on the UK roads at the time. And it was true, encountering one coming the other way on a dual carriageway and having another push me through a busy London intersection when my old car stalled at the lights. Volvo 7×0 owners seemed to have stories of when they crashed and how they drove home afterwards with all the other cars needing to be towed away.

  12. I love these videos! Please continue the Volvo story into the '00, especially the estate cars. Had a XC70 2003 for 14 years and loved it.

  13. I’m a huge Volvo fan and on my 11th (2006 V70) so really enjoyed thjs video. My grandad bought a brand new 740 estate in 1990. I’ve had three 740s, a newer V40, V50 T5, XC60 SE D5, etc. It’s an awesome brand.

  14. Excellent video on an excellent car. Minor gripe: multi-link suspension in mass-produced cars dates back longer than you made it seam to be (12:21 time). E.g. the Mercedes W201 from 1982 had it, as had the W124 soon after. But it's minor, really. The 740/760 was such a hit back then, and so much different from the Audi 100 and Mercedes W124! Truly a modern classic. Keep up the good work!

  15. Excellent video on the 740 range, I owned two estates one the best car i ever had the other the very worse, The good one just kept on going, so reliable and yes i do my own maintenance and it was easy to work on , it was a comfortable car and reasonably economical, I have owned many cars but the 740 stands out as one of the best, the least said about the later model one the better ! Happy memories, i should never have let it go ! I remember on the 20th MOT the examiner called me over and told me to look underneath the car, expecting problems, he simply said its in far better condition than cars at 3 years old. its like new ! That is testament to Volvo build quality.

  16. Make a video about the Volvo 300 series (340 and 360), they were developed with Dutch DAF and had the Variomatic transmission which was really ahead of its time, being a CVT already 50 years ago!

  17. My wife had a 760 turbo when we met. Few cars match its seats in my experience. You forgot about the 400 series that came out in 1988

  18. Sold a 740 to a banger racer along time ago.He was going to drop a ford 2.8 into it which he said bolted straight in with no mods.? It was a good car I brought as a stop gap but enjoyed driving it! Cheers.

  19. Anyone saying old volvos like these are ugly havent looked in traffic recently, i love the boxiness of all volvo, they also marketed the 740 Turbo wagon as "Until ferrari makes a wagon this is it" and i would rather get a 740 Turbo wagon than a ferrari. no matter how much money i had

  20. Wow, so much in this video that isn’t right. The 4 cylinder 2.1 liter engine never came with turbo, that was the 2.3 liter that had turbo. The 3 liter engine was a I6, in the video you make it sound like it was the same engine with just bore out cylinders like the B21 and B230.

  21. I was in college at the time. My room mate had a 444, some had a 544 (I did drive this) but the cost was too much for me at the time. The Amazon also was soon.

  22. Still got one , it's my second 740 this time 1990 116 hp ,never wanted other Volvo than 240, 740, 940 plus those legendary 164 , P1800 Volvo is gone ………

  23. Ive owned 3 volvos in the last year, V70II 2010, 744 and 944, Ive sold the V70 since I didnt like it. The 744 was unfortunelty crashed, and the 944 on 400000km still runs great even tho I dont drive it kindly at all 😝

  24. Just got this forwarded to me, 10:25 is my car's motor and my taken photo, lol. Got 3 of these Volvos.
    The restoration project can be found at blog.otogodfrey.com

  25. They made the 740 as a 2.3 litre car, or a 2 litre car for markets where tax conditions greatly favoured cars up to 2 litres. The UK had tax conditions that greatly favoured cars up to 2 litres, but Volvo used the 2.3 litre engine for the UK market. I never worked out why, but it must have really hurt UK fleet sales.

    There were 740s in UK showrooms in the fall of 1984. I bought a 740GL in the middle of 1985. Its serial number was something like 3000, and its manufacturing date was just a few weeks before my purchase. I was shocked when I saw such a low serial number. The production ramp must have been very slow. The car was early enough to still have a silly teething problem, that had to wait for a fix from the factory. A rather hard to miss tendency for the engine to stop when bringing the car to rest with more than fairly light braking. After that problem was sorted out (which was a serious nuisance, as it took several trips to the dealer), the car needed nothing more than regular service, tyres, battery and an exhaust over the 7 years I had it.

    I was amused by the colour name for my car. It was a deep lustrous red, that looked really good, and fooled many people into thinking it was a high end type of finish. Mundane car paints usually have wonderfully exotic names, but this lovely finish was simply called "deep red".

  26. The picture at 3:31 does not show a picture of the suspention. It as a chematic of the brake circuits. The Volvos would have both circuits going to both front brakes, therefore it would have 70% stopping power.

  27. Its true what they are saying in the comments here about old Volvos and Mercedes being tough and bullet proof reliable, but that was almost their undoing. Volvo and Mercedes buyers in the past were loyal customers but the cars lasted so long people did not change them until they were 15 years old and with gallactic mileage. The problem is if your customer base like your cars but they last forever then you will not sell many, Fords and most GM cars were practically engineered for a limited life span and obsolence was built into them. You want to sell vehicles in large volumes, this is what generates money and further development. This is why Mercedes and Volvo today do not last as long as the old barges, they are engineered for a limited life cycle. Both manufacturers are still perfectly capable of making vehicles that will last 15 to 20 years as every day drivers, they just learnt their lesson of the right balance of build quality, reliability and life span. Although Mercedes did go too far in the 90's early 2000's, some of there cars were rusty horribly over priced junk.

  28. I don't even know how many miles from reality this video is. No contention made is actually borne out by history/data. Fuel economy? 700 series was first offer with the infamous PRV engine and the D24T. Neither was efficient, nor reliable. It was not until the early/mid-1980's that Volvo became truly solvent again, and the data show that the 240 was Volvo's big seller, NOT the 700. The 700 did NOT save Volvo, it nearly killed Volvo, as the 700/900 platform continued for far too long, and even the 850 could not save Volvo by the end of the 1990's. The amount of misinformation in this video is staggering.

  29. I've owned 5 various 740 turbos in manuals and automatics. Currently driving another 740 turbo. I've got to say, these cars are fantastic lol

  30. i have had volvo,s since 1960 ,the 120,s were hard to beat would never let you dow the 140 series was as good a seller but then the 240 well this was a great car had 4 or 5 would buy them at 100k and sell them at around 240k,but my last 240 glt of 1988 vintage was the best handled really well for a big car and was as quick as a 205 gti a fab car now i have the last of the line a v90 great car comfy quite , super smooth 6 cyl motor ,there is nothing as smooth as this six ,but the freaking auto box is crap who ever programed the box should have been shot , even in sport mode it is crap , and you cant get a manual in the u s as no one can figure out what the other pedal is for, would love to convert to a 5 speed

  31. After three 240 I had Volvo 760 -88 for 11 yrs and it was really nice. Only the engine (B280E) was bad. It was made by Peugeot, Renault and Volvo and was named as PeRVo which name suits it well. Now I have 960 II -98 and it has really good 6 cyl straight Volvo engine. I maintenanced them by myself because they are well made and everything is easy to access.

  32. I had an 84 and 88 760 turbo. The 84 developed the old start and die and I spent $$$ never to solve it. The 88 was a great car though. Now I drive a 92 240 with 43K miles currently. I (heart) my Volvo!

  33. My grandad used to have a white Volvo 740 GLE saloon, I remember sitting in the back, loved that car, went all the way to 300,000 miles, they have a 2004 Volvo S40 2.4 now, still chugging along despite not being driven much

  34. Wish I could have owned a 740 when new. I have owned 4 different 740s, two NA and two turbo. They all cost under $1500, cheapest was $450. They all looked great, even though over 20 years old and in maine where most cars that age have a lot of rust. Never had to work on the motor or trans, even though they all had over 200k miles. They had some electrical issues, and normal wear and tear. They handled great in the snow! Were fun even though low powered, due to being RWD. Get on some snow or dirt roads and drive around. The carried over 4cyl was tough, though not especially powerful, refined or fuel efficient. But damn, for under $1500 they were the best dang cars I've owned. The $450 one was a '91 740 turbo wagon with all the trimmings. Everything still worked, it could spin the tires and just felt like WAY more car than you paid for. It was really a shame when volvo ditched RWD and even worse when they sold to ford. I've owned a couple 850's and a V40…while not bad cars, they were not a tank like the 740.

  35. The 244 reliability must have been fixed by the time it came to Australia as I remember every ad focused on super safety & reliability. The 244GL was facelifted into the better looking 240GL btut refused to die & sold alongside the 740/760 for a long time. For the 740/760 design team, I think Volvo added to the 240s right angle tool & straight rule by buyng some 45 & 30/60 set squares! There are still lots of 700/800/900 series on the road but we never got the coupa AFAIK. My specialist doctor still drives the yellow 244 he bought new maybe 40 years ago! A bit eccentric, but in a god wa.
    Frankly, current Volvos are just crappy for the money, and have been for quite a whie, excepting the P30 or whatever.
    The crap wifi in this hotel means it has taken me 35 mins to write this comment. I learned to save bit by bit. After maybe 12 restarts efinally got there! This 16min video has taken 40 mins but was worth it BC. Thanks!

  36. I love the new Patreon screen BC! Let's hope you convert some 1.0 3cyl to new 2.0L turbos & that new Patreons see the extra value! Seeing your name every ow & then makes you feel good!

  37. Had several early 2 series Volvos…all were remarkably reliable. Their real problem was not enough weight over the rear axle and they were too thirsty. Had a 240gl estate that managed just 18mpg!

  38. I’d be interested to hear about the 340/360 440/480 etc – My dad had a 360GLT in ‘86 and thought it was the bees knees!

  39. We had a street in our town, where the road was from a very bad quality. From the 100 cars passing, 80 of them where these brandnew not sold yet volvo’s. Volvo used it as a testroad, and drivers speeded a lot. Still it was a nice sight, those cars right from the factory. The street was the groenstraat in wachtebeke, belgium. Next to the factory in the nearby harbour.

  40. My late father had a 1986 Volvo 740 GLE Automatik with 131 hp (B23E, German version). It was a great car, it only lacked traction in the snow.

  41. I had two estates 2.0 and 2.3 supreme reliability, only gripe was you smashed your knuckles off the radio when selecting ,1st and 3rd

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