Square savior
The Volvo 760 is one of the eye-catchers in the beautiful car year 1982, the year in which we have stopped so often in 2022. For those who missed it: Rarely have so many important cars been launched in one year as in 1982. The Ford Sierra, Audi 100, Opel Corsa, Citroën BX, Volvo 760, Honda Jazz, Mercedes-Benz 190 and BMW 3-series E30 made all made their debut forty years ago. In the Topjaar 1982 series, we look back at their glorious careers. This time the Volvo 760 is in the spotlight.
What did the start-up trajectory of the 760 look like?
Bumpy, to say the least. Volvo was short of cash in the 1970s as a result of the economic turmoil surrounding the two oil crises, which has had an effect on new car sales. In order to create more financial scope, Volvo wants to merge with Saab in 1977, but that deal falls through at the last minute. The same goes for an alliance with Norway, including all kinds of complicated constructions with industry and oil extraction. In 1979, Volvo finds a partner in Renault, which holds 15 percent of Volvo’s shares. In 1975, Volvo’s model range consists of the 300 series inherited from DAF and its own 200 series, which is based on the technology and bodywork of the 100 series from 1966. More choice can’t hurt and we bet on a model above the 200 series: large, luxurious and comfortable, as they like it to be in the US, Volvo’s most important sales market.
In 1975 the first impetus is given for the new top model, but its development is continuously hampered by a lack of money and uncertainty. This forces the engineers and designers to make compromises and pragmatic choices. Significant is the moment that the project name is changed to ‘1155’, which should be read as 11:55, or five to twelve. The 1979 VCC concept car ultimately serves as the blueprint for the production model, which will be presented to the world as 760 on February 2, 1982.
The Volvo Concept Car from 1979
How revolutionary was he really?
A large, luxurious model is new for the Volvo brand, but from the above you have probably already concluded that there was no room for experiments at Volvo. It was forced to build on existing technology. It is striking that the 760 is shorter than the model that it succeeds (on paper), the 260 GLE. But the wheelbase is larger, so it’s a lot more spacious inside. The 760 debuts with a six-cylinder engine, the PRV engine that Volvo developed in 1974 together with Renault and Peugeot. While almost all competitors have independent suspension, Volvo does it with a rigid axle. Basically, at least. With this so-called ‘Constant Track Rear Suspension’, the rigid axle is supplemented with an auxiliary frame, guide arms, a Panhard rod and a rod that absorbs the acceleration and braking movements. An ingenious construction that certainly has its advantages for straight-line stability, but which in border situations alone does not react as adequately as independent wheel suspension. In short, you did not have to buy a 760 for the interesting technical innovations.
Incidentally, the 760 did receive independent suspension (from the 780 coupé) in the autumn of its career.
How was the 760 received?
The car press is not very enthusiastic about Jan Wilsgaard’s extremely angular design. He finds it strange that Volvo has opted for this design at a time when car designs are getting rounder shapes. On the one hand, the square design fits in the line of the 200 and 300 series, on the other hand, Wilsgaard and his team simply did not have a budget for difficult shapes and complicated technical constructions. The PR department points out the advantages of the dead straight design: more interior space, better views all around and a more timeless appearance.
Of course it was emphasized once again how safe the Volvo 760 was.
What were the choices at the market launch
In the beginning, the 760 is only available with a 2.8-liter V6 petrol engine producing 156 hp, which is mated to a four-speed automatic or four-speed manual transmission with overdrive function. From 1983 a turbo diesel is also available, the 2.4-liter six-in-line from Volkswagen. A 2.3-liter four-cylinder is introduced in 1984 with the arrival of the 740, a ‘stripped’ version of the 760. Finally, in 1989, a 200 hp 2.0 turbo engine appears, with which Volvo even gives some Porsches a run for the rest. The 760 has, among other things, alloy wheels, an automatic transmission, electrically operated side windows and central door locking. That rich equipment is nice, but it also ensures that the base price (about 63,000 guilders) is a lot higher than that of the competition.
Any details about his life?
Nothing excessive. After the sedan, the station wagon followed in 1985 and the 780 coupe and Volvo gave the 760 a facelift in 1987, with the bodywork being slightly more ’rounded’ here and there. The engine from the Alpine A310, a turbocharged version of the 2.5-PRV six-cylinder engine, is being tested in 740s and 760s. It is predestined for the 780, but because of the lower hood of that model, it does not fit very well. This causes cooling problems, so Volvo decides to cancel the party.
What were his competitors?
In 1983 Autochampion lets the 760 compete against the BMW 528i, Mercedes 230 E (W123), Opel Senator 3.0 and Toyota Crown. The latter is by far the cheapest with a price of 54,000, and also very complete from home. The three Germans cost – dressed at the same level – between 60 and 65 grand. Still cheaper than the Volvo, which (including automatic transmission and an audio system) comes to exactly 70,000 guilders. You also had cars in this class such as the Audi 100, Peugeot 505/604, Ford Granada, Renault 25, Citroën CX, Saab 900 and Rover SD1.
How was it received by the consumer?
In contrast to the autojournaille, the public is immediately enthusiastic about the 760. That was a good thing, because if the 760 had flopped, it would have been over for Volvo. When the cheaper 740 joins the range in 1984, sales really get going and Volvo eventually builds almost one and a half million 700 series. The 740 accounts for the lion’s share (84 percent). Thus, despite the lukewarm reception by the car press, the 700 series still came out well. By the way: once the journaille had recovered from the angular appearance, it was good to speak about the qualities of the 760.
Which version appeals most to the imagination?
Then we go for the 780, the coupé designed and built by Bertone and successor to the 262C, which was also assembled in Italy. Unlike the 262C, where only the roof was lowered, the 780 also adjusts the height of the hood and boot lid. This makes the 780 look a bit more elegant. Rather than the sedans, it gets independent suspension and Nivomat shock absorbers as a bonus. The nicest motorization is the two-liter turbo engine with 200 hp, but this is very rare; only 165 of these were built.
How many were built and how many are left?
A total of 1,423,086 Volvos of the 700 series were built between 1982 and 1992, which are distributed as follows:
760 Saloon (1982-1990) 183,864
760 Estate (1985-1990) 37,445
740 saloon (1984-1992) 834,307
740 Estate (1985-1992) 358,952
780 (1985-1990) 8,518
In the Netherlands, a total of just over 26,000 units were sold and, according to data from CarTalk International, 2,082 are still registered with an active license plate. The vast majority (1,676 units) is a 740, of the 760 there are still 263 left and there are still 143 780’s driving in our country.
Source: CarTalk International
What has been the impact of the Volvo 760?
In the automotive landscape as a whole, it was not that bad, but for Volvo itself, the 700 series has been crucial to its survival. It was also the model with which Volvo entered the higher segment. In that sense, the 760 paved the way for the 900 series, the S80, the S90 and also the XC90.
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– Thanks for information from Autoweek.nl