1987-1991 Volvo 780/Turbo/Coupe

You've got to hand it to Volvo. Their 1978-1981 262C Bertone Coupé, with its hot rod-formal roof and leather-swathed interior, was largely met with smirks and quizzical stares, especially when its $15,000-$20,000 price was raised. But Sweden's largest automaker persisted in its steady march up-market in the 1980s, and if the concept of a luxury grand touring coupe worked for the Germans (BMW 635 CSi, Mercedes-Benz 500 SEC) and Americans (Cadillac Eldorado, Lincoln Mark VII), they'd make it work for them, too. Taking the Carrozzeria Bertone-built 262C concept into the new decade was the undeniably elegant 780, Volvo's final rear-wheel-drive flagship coupe.

It was shortly after 262C production ended in 1981 that Bertone agreed to design and build the 780. Instead of following previous practice and creating a new, lower two-door roofline for the 760 sedan, the 780 featured a completely new design that, while maintaining a distinct family resemblance to its sedan and wagon counterparts, shared no body components. It rode on a 109.1-inch wheelbase and stretched to 188.7 inches in length; its 55.1-inch height was fractionally lower than that of the 760 that donated its mechanical components, but didn't compromise headroom to the degree of its rakish predecessor.

The 780 made its debut in March 1985 at the Geneva Motor Show. Production began in Bertone's new Grugliasco plant that September for the European market, but the first American-spec examples wouldn't arrive for another year, as 1987 models. Bob Austin, Volvo North America Corporation's former public relations manager, recalls the "positioning statement" they devised to market the new flagship: "The Volvo 780 is for successful people who appreciate stylish, limited-production European touring cars, yet value the safety and practicality of a Volvo. Sleek Bertone styling on the outside, sumptuous hand-stitched leather on the inside, and the strength of a Volvo. An exotic automobile for a practical consumer."

This $34,785 two-door cost a startling $7,505 more than the next-most expensive 1987 Volvo, the 760 Turbo station wagon, but in addition to its unique body and sporty black cross-hatch grille, it had front and rear fog lamps, 15-spoke alloy wheels and an anti-theft alarm; inside, it featured comprehensive instrumentation, automatic climate control, a tilt-and-slide power moonroof, full leather upholstery (single or two-tone, depending on color choice) over heated eight-way power seats, genuine beech burl wood trim and a four-speaker cassette stereo with seven-band graphic equalizer. In its first year here, the car used Volvo's Constant Track rear suspension with a live rear axle located by longitudinal control arms and torque rods attached to a subframe; this system was supported by Boge Nivomat self-leveling shocks.

Although many 780s used the re-engineered, but maintenance-sensitive PRV V-6, others used Volvo's powerful turbocharged four-cylinder engine.

While Europeans had the option of a turbo-diesel six, American customers got the 760's reengineered Peugeot-Renault-Volvo V-6, internally coded B280F. An updated-for-1987, more reliable version of the 262C's engine, this even-firing 2,849cc V-6 used a 91 x 73mm bore and stroke, a 9.5:1 compression ratio and Bosch LH-Jetronic 2.2 fuel injection to make 145hp at 5,100 RPM and 173-lbs.ft. of torque at 3,750 RPM. It was mated exclusively to a four-speed automatic gearbox for our market, although others could shift for themselves. This combination didn't make the 3,329-pound coupe a fire-breather, but allowed a 9.8-second 0-60 MPH time and a 115-MPH top speed.

Volvo's typical emphasis on safety meant this four-seater got everything in the arsenal, including energy-absorbing safety cage construction, four-wheel disc brakes--the fronts ventilated--with anti-lock and split braking circuits, a driver's side airbag and knee bolster and front seat belt pre-tensioners.

When the 780 returned for 1988--now costing $37,790--it gained the updated 760's redesigned rear suspension that tossed the live axle for a sophisticated "Multi-link" independent setup. This new design, its track two inches wider on the coupe than on the sedan, featured coil-over Nivomat shocks and offered lower unsprung weight for improved handling and ride. Also updated was the car's electronic climate control system.

While performance fans were disappointed by the $37,790, V-6-powered 780's torque figure drop to 136-lbs.ft. at 2,750 RPM in 1989, they applauded the new, $38,975, 780 Turbo. Powered by Volvo's beloved "red block" B230FT, this four-cylinder displaced 2,316cc via its 96 x 80mm bore and stroke. With 8.7 compression, electronic fuel injection, a water-cooled turbocharger and air-to-air intercooler, as well as Volvo's new "Turbo +" boost control system, it made a heady 30hp and 51-lbs.ft. of torque more than its V-6 counterpart. Turbo + raised boost from 10.5 to 14 PSI, bumping the 760 Turbo's horsepower from 160 to 175. Setting the car apart visually were stylish multi-spoke wheels, an inch wider than standard at 15 x 7, although tire size remained 205/60HR-15. Changes on all 1989 780s were limited to "VOLVO" front fender badges (covering holes for Euro-market side markers) and memory glide front seatbacks that returned to their previous position after being tilted. A traditional Volvo chrome vertical-bar grille was fitted to some cars.

The introduction of Volvo's "Generation 3" turbocharged four-cylinder engine for 1990 made the $39,950 780 Turbo even more powerful; a smaller, faster-spooling turbo coupled with breathing improvements pushed output to 188hp at 4,800 RPM and 206-lbs.ft. of torque at 3,900 RPM, making this 780 the most powerful Volvo built to date. The V-6 model, priced $1,215 less, shared the Turbo's new visor mirrors and its Multi-X wheels, although both cars' tires were downsized to 195/65HR-15s.

Echoing the swan song of its Bertone predecessor, the 780 was re-named "Coupe" for 1991, its final model year, when it cost $41,945. All Coupes (forgoing the prior French accent) were Turbos, and they gained a limited-slip differential, larger (24mm, from 21mm) front anti-roll bar and new multi-link-compliant, 18mm rear anti-roll bar designed for the 760's replacement, the 940 SE. Inside, a new stereo system was teamed with an optional trunk-mounted six-disc CD changer, and a plaque bearing Nuccio Bertone's signature--in his trademark green ink--was mounted on the center console.

While 780s outnumbered 262Cs in worldwide production (8,518 to 6,622) and the majority (estimated at roughly 5,700) were sold here, they remain exclusive cars, built with traditional craftsmanship to a standard, instead of a price. All offer Volvo's sturdy design, modern creature comforts, cross-country cruising ability for two couples (with a 14.7-cu.ft. trunk and 21-gallon fuel tank) and a conservative, crisp appearance that is distinctly 1980s Volvo.

Owner Shawn Roberts

This exclusivity isn't reflected in their prices; the top book value on a turbocharged 780--considered most desirable by purists--is roughly $5,500, although low mileage, pristine examples will change hands between enthusiasts for double that figure. "These cars aren't expensive, but if you have an accident, you'll never get back what it's worth," warns Jan Nystrom, 1991 Coupe owner and editor of the Volvo Club of America's Rolling magazine. "Mechanically, they're as solid and easy to repair as any Volvo, but remember that not a single exterior panel or trim piece is shared with other Volvos. So be careful--if you think that a broken headlamp or crumpled fender isn't a big deal, you'll find almost no new body and trim parts are available, and those that are, are very expensive." Indeed, salvage yards are the only source for some 780 components.

These were expensive cars when new, and some of the remaining examples have led pampered lives, so it pays to search for a garage-kept car with full service records. Whether V-6 or turbo four, the 780 represents the pinnacle of rear-wheel-drive Volvo luxury and exclusivity, and its collectible appeal will only increase as the years pass.

SPECIFICATIONS

Engines -- SOHC aluminum V-6, 2,849cc/SOHC cast-iron block and aluminum head four-cylinder, turbocharged and intercooled, 2,316cc

Horsepower -- 145/175-188 @ 5,100/5,400-4,800 RPM

Torque, lbs.-ft. -- 173-136/187-206 @ 3,750-2,750/2,900-3,900 RPM

Fuel system -- Bosch LH-Jetronic 2.2 electronic fuel injection

Transmission -- Four-speed automatic

0-60 MPH -- 9.8/8.5 seconds

Top speed -- 115/124 MPH

Length -- 88.7 inches

Width -- 68.9 inches

Height -- 55.1 inches

Wheelbase -- 109.1 inches

Curb weight -- 3,329-3,439 pounds

Recent Ads

1988 780 Coupe: White, tan leather seating with some wear and tear on front seats, 309,000 miles, rebuilt V-6, body in excellent condition. Needs to be smogged, leaks coolant. Beautiful car, just needs some fixing up. $1,500.

1989 780 Turbo: White, tan leather, 940 Turbo wheels, second owner 16 years, Florida car, many upgrades, 100% functional, $4,900.

1990 780: Black exterior and interior, diamond spoke rims, new tires, aftermarket Pioneer radio, body and interior in good condition, engine in good condition, new timing belt, spark plugs, wires, distributor cap and rotor, right headlamp needs replacing, $3,500.

1990 780 Turbo: Body is absolutely mint, interior is very good except for the headliner that is sagging in back and cracked dash; hand-stitched leather interior hasn't pulled a thread anywhere. Very, very comfortable car and drives smooth. Has 190K, but looks and drives like it has 50K. Car is completely stock, has NEVER been driven in snow/ice/road salt, and it shows. $3,000 OBO.

*Ads courtesy www.swedespeed.com and www.volvoclassified.com.

Body

Bertone ensured 780s were well rustproofed and carefully painted, but cars in wet areas are known to rust around the moonroof, as well as under the rear side windows, both areas where drain channels can clog. If there's evidence of rust by the windows, remove the interior side panels and check the extent of the internal damage; the rear seat back must be removed to do this. New replacement metal and window units aren't made, so donor sheetmetal and windows must be sourced to effect repairs. The body-color plastic air dam, hanging low under the front bumper, is susceptible to parking damage, but new replacements are now available.

Some of the 780's exclusive body trim can still be purchased, including the stainless steel roof moldings and the trunk lid's numeral badge, as well as the rear license plate lamps that often fail, but headlamp and taillamp units are not reproduced.

Interior

Like all Volvos, the 780 features an ergonomically correct interior with orthopedically designed seats, but the things that set it above--its multi-adjustable leather chairs, 11 layers of hand-rubbed, lacquered beech veneer trim and many power accessories--are the things that cause the most issue with age and wear. The extra-soft leather is prone to drying and seam-splitting if not regularly treated, and the power front seat controls can fail, although electronics-handy owners can repair them; make sure the seatbacks tilt properly to allow rear access. If the wood's lacquer is cracked, it can be refinished after the small nuts holding the trim to the dash are removed. Sunroof material may sag, but can be restored by a competent upholstery shop. Dash tops tend to crack around the climate control sensor. Watch for broken door trim plastic, as replacements will have to come from donor cars. Ensure that the trunk releases--an electric button in the glovebox and a manual lever in the door jamb--work, as they're the only way to pop the boot.

Engine

The PRV V-6 powering most 780s retains the troublesome reputation of its forebears, but issues like worn camshafts, blocked oil passages and blown head gaskets were largely reengineered away by this time, so it's not hard to find well-maintained V-6s with 150,000-plus miles on the odometer. These engines are more complicated to work on, though, so some mechanics avoid them.

The performance-oriented option is Volvo's durable four-cylinder turbo, which, although harsher in nature than the smooth V-6, responds very well to performance upgrades and will go many hundreds of thousands of miles if treated kindly. The turbocharger's life is prolonged with regular oil changes and cool-down idling, and it can be rebuilt if needed. Aftermarket upgraded turbochargers, boost controllers and intercooler/exhaust systems can turn the 780 Turbo into a freeway flier.

Like other rear-wheel-drive Volvos, the 780 will readily accept the common Ford or Chevrolet V-8 engine/transmission swaps for the ultimate in Q-ship performance.

Transmission

The sole transmission available in U.S.-spec 780s was the four-speed AW-71, a sturdy and reliable unit that can easily surpass 100,000 miles with proper care. Its 0.69:1 overdriven fourth gear improves highway fuel economy and offers quiet cruising. Because these cars could have a manual gearbox in other markets, stick-shift enthusiasts can easily swap in the commonly available M46 four-speed manual-plus electric overdrive that was fitted to 740 Turbo models. All transmission components are shared among 700 series cars.

Brakes and Suspension

The ABS-equipped four-wheel disc brakes give the 780 excellent stopping power, although 700 series cars have a reputation for warped front rotors; aftermarket ventilated rotors and alternate pad choices can alleviate this problem.

The Nivomat self-leveling rear shock absorbers fitted to all 780s differed from standard shocks by using a lighter coil spring and heavy-duty shock absorber, and the up-and-down motion of driving pumps up its self-leveling feature; these shocks can last for 100,000 miles if used normally. Their failure is evident when the rear end sag that naturally occurs as the car sits doesn't rise and level as it's driven. Correcting it means replacing the expensive Nivomats, or converting the rear suspension to a standard shock/coil setup with a kit from ipd.

Volvo's rear-wheel-drive models have sturdy differentials that can even handle the power of a V-8 conversion. 1991 Coupes enjoy a standard limited-slip differential.

PRICE GUIDE

Low -- $2,500

Average -- $3,500

High -- $5,500

PARTS PRICES

Air conditioning R134 retrofit kit, OEM -- $206

Anti-roll bar end link -- $11

Brake rotor, front -- $52

Camshaft, Turbo performance -- $215

Exhaust system kit, Turbo -- $259

Grille assembly, vertical chrome bar OEM -- $382

Heater core -- $203

License-plate lamp assembly -- $10

Mass airflow sensor -- $250

Neutral safety switch -- $55

Power steering rack boot -- $31

Power window door control switch -- $4

Rear shock absorber, OEM Nivomat (1988-91) -- $265

Starter motor and solenoid -- $200

Timing belt kit -- $52

PRODUCTION

1986 -- 683

1987 -- 2,035

1988 -- 2,334

1989-1990* -- 1,300

Total production -- 8,518

*Volvo records group 1990-1991 model-year production together; it's estimated that 529 were built in 1990 as 1991 models.

SPECIALISTS

Harold's Volvo Restoration Service

203 W Marion Avenue, Unit 8

Edgewater, Florida 32132

386-314-7778

volvorestoration@yahoo.com

Mechanical repair, restoration and performance upgrades

ipd

11744 NE Ainsworth Circle

Portland, Oregon 97220

800-444-6473

www.ipdusa.com OEM and reproduction mechanical parts and accessories

ReVolvStore

5275 East Drexel Road

Tucson, Arizona 85706

800-288-6586

www.revolvstore.com

New, rebuilt and used mechanical and body parts

Swedish Parts Shop

866-503-5202

www.swedishpartsshop.com

OEM and reproduction mechanical parts

The Volvo Site

310 Cannon Drive

Rock Hill, South Carolina 29730

www.thevolvosite.com

866-440-8756

OEM and reproduction mechanical and trim parts

VLVworld.com

6948 North Western Ave.

Chicago, Illinois 60645

450-764-9226

www.vlvworld.com

OEM and reproduction mechanical parts

Volvo Shop Inc.

5220 New Milford Road

Ravenna, Ohio 44266

330-297-1297

New and used parts, repair and restoration services

CLUB CORNER

The Volvo Club of America

P.O. Box 16

Afton, New York 13730

www.vcoa.org

Dues: $45/year; Membership: 3,800

Volvo Bertone Registry

www.volvobertone.com

www.swedishbricks.net

Information, tech tips and frequently asked Volvo questions

www.brickboard.com

Technical forums and classifieds

forums.swedespeed.com

Technical forums and classifieds

Viewpoint

David Handley, of Harrisburg, Pennsylvania, bought our feature 1989 780 Turbo new in July of that year. He and his wife, Jean, were drawn to the car's special attributes: "My intent was to enjoy the sheer luxury and unique styling." He's put roughly 100,000 miles on the high-performance 780 in his 20 years of ownership, and it remained his special runabout. "I have other vehicles for everyday use, but I've maintained it carefully--it's always been washed and garaged, and I've cared for it with 2,500-mile oil changes and anything else it has needed," he explains. "It speaks for itself--it's the perfect blend of comfort, ambiance and style."

Viewpoint

A few things set Norfolk, Virginia, resident Shawn Roberts's 1991 Coupe apart, notably its Pearlescent White paint and rare optional 17 x 7-inch "Polaris" wheels. Shawn's car originally belonged to a Volvo NA vice president, and was one of two Bertone painted that special color, noted by the "999" data plate code. "The 780 is a real head-turner when I'm driving it down the road," he says. "I get lots of compliments on how it looks, and folks even seem to think the car is brand new, although it's 21 years old. I get questions from 'Where can I get one of those?' to 'What kind of car is that?' People love it because it's different and you don't see a lot of them. It's a bit of a garage queen because of the rarity, and I tend to drive it only as the weather permits, but it performs flawlessly. I own several Volvos, but I would have to say that my 780 has to be the classiest one of all."