They both sported the Volvo “ironmark” in their grilles, and both were station wagons. That, and possibly a few miscellaneous nuts and bolts, was just about as far as their similarities went. One of them was my last company-provided test car (because, in one of its periodic cost-cutting moves, Volvo Cars of North America had severely restricted company-car availability to employees of a higher pay grade than mine). The other was the first daily driver/commuter car I purchased since the long-ago days of my ’74 Audi Fox profiled in this post.
2007 was the last model year for the “real” Volvo R cars. “R-Design” models replaced them, which were merely badge and trim jobs lacking any powertrain enhancements. (Source: www,carsandbids.com)
My last company test car was a 2007 model year V70R. Introduced for the 2004 model year, the P2 platform-based model (which was also available as a four-door sedan, the S60R) was intended to burnish Volvo’s sporty-car credentials, which had languished since the brief mid-1990s debut of Volvo’s 850-based T5-R sedans and wagons. With 300-HP on tap from its turbocharged and transversely-mounted five-cylinder engine directed to all four wheels, a semi-active, driver-adjustable “Four-C” (Continuously Controlled Chassis Concept) suspension, Brembo brakes, and the choice of five-speed automatic or six-speed manual gearboxes, the Rs appealed to those interested in more performance and sharper handling without sacrificing Volvo’s traditional core values of safety and durability.
Ordered in Titanium Grey Metallic with extra-cost Atacama (think beige-orange) leather upholstery, my V70R also included a moonroof, upgraded audio with an in-dash 6 CD player and Dolby surround sound, and a factory navigation system, among other niceties. The bottom line on its Monroney label amounted to a nice, round $48,390 ($73,387 in 2024, which, for comparison, can buy you a 2025 XC90 T8 plug-in hybrid).
Naturally, I opted for the six-speed stick, which in retrospect might not have been the wisest choice for my fifty-mile one-way commute, but aside from the frequent left-leg exercise required on SoCal’s stop-and-go freeways, the car was a pleasure to drive. Between my daily commute and weekend errand-running, the limits of the V70R’s performance capabilities were never tested, though its supremely comfortable (and heated) front seats were much-appreciated, as was its cargo-carrying capacity during periodic Costco and Home Depot runs.
The Atacama interior was stunning, and its soft leather upholstery was a perfect complement to Volvo’s ergonomically-designed seats. (Source: www.GTcarlot.com/Ron Lewis pre-owned)
I was fond enough of the V70R that when, in December 2006, it was time to turn the car in, I asked our Corporate Fleet colleagues to give me their best used-car purchase price. After more than a year on the road and over 30,000 miles on its odometer, I was chagrined to learn that the V70R could be mine for just over $32,000. Although in retrospect this was a virtual steal, my inner cheapskate rebelled at the idea of paying more than $30K for a used car, no matter how desirable. So I passed on that deal, to my everlasting regret.
As you’ve already gathered, the V70R’s replacement was as dissimilar a Volvo station wagon as could be conceived. Found on Craigslist, this was a 1986 740 GLE which, despite its 131,507 miles, looked to have been very well cared for. Externally, its medium blue metallic paint was unbaked by the SoCal sun, and all body panels and trim were still straight. Glass and lenses were likewise uncracked and in good shape. Its black leather interior, while showing some use, was also in reasonably good condition, with no rips or split seams. The heated front seats were functional as well.
Our 745 GLE had been delivered to its original owner through Volvo’s Tourist and Diplomat Sales department. Its TDS sticker was still in the right-rear window.
All four power windows were operational, and its manual sunroof also functioned well, in both its vent and fully open positions. For audio entertainment, a cassette deck replaced the R’s six-CD changer. Amazingly, it still worked, as did the wagon’s D-pillar-mounted power antenna, a frequent car-wash casualty (and post-warranty Volvo goodwill expense) on these cars even after a separate “antenna down” switch was added on the center console.
No driver’s airbag here, though the steering wheel hub was large enough to accommodate one. The stick shift allowed full use of all the Volvo’s 114 horsepower.
A test drive confirmed that most of B230F four-cylinder’s 114 horsepower were accounted for, and its four-speed manual transmission with overdrive fifth gear also worked smoothly. Behind the wheel, the driving experience reminded me of my early-production ’85 745 test car of twenty-some years earlier. The expansive glass area and low belt-line offered impressive all-around visibility, and its tight turning circle meant great maneuverability, with U-turns accomplished in one smooth pass, compared to the multiple back-and-fill maneuvers required by the V70R.
The 745’s bulletproof Volvo “red block” four-cylinder on display. Routine maintenance was all it ever needed.
Yes, it was a completely different Volvo station wagon, one that encouraged a more laid-back driving style unlike that inspired by its high-performance predecessor, but one that was a better antidote to the occasionally cut-and-thrust SoCal commute. The 745, which we christened “Valborg” in honor of Saint Walpurga, a missionary whose feast day celebrates the arrival of Spring, would go on to serve us well and faithfully for years, never leaving us stranded.
By the time Valborg eventually left the family fleet, its odometer read slightly over 201,000 miles. In Volvo terms, it had been barely broken in for its next owner, a teenager looking for her first car. She and her boyfriend were impressed with Valborg after their test drive, and we sold the car on the spot for our asking price. I’m probably biased, but I think they made a wise choice.
Was (still am) a big fan of these 7-series wagons; one of the best looking wagon designs ever, thanks to being conceived as one in the first place instead of the other way around.
I recently spent more money than I’ve ever spent to purchase a car, and I was wondering if it was the most expensive car I’ve ever owned. But no.
The most expensive car I’ve ever owned – based on MSRP and corrected for inflation – was a 1985 Volvo 745Turbo/M46. It was priced around $21,500 in 1985. That would be a $65,000 car today.
If I could walk into a Volvo dealership today and pay $65,000 for a brand-new 745T, I absolutely would… and drive it for the rest of my natural life.
I like the primo 745, though after 3 240 sedans and a wagon do prefer the higher beltline in those, my cousin’s former 744 always left me feeling kind of exposed, though one realizes it’s just psychological, and they’re probably every bit as safe, if not more so. Still, after the demise of the 240 in 1993, no Volvo has ever seemed like a real Volvo, and after driving them from 1970 to 2009, we haven’t had one since.
I love that orange leather, wow
Beautiful cars – both of them…
These are both “real” Volvos before Fomoco or Geely (P2 was already out). Would gladly drive both…
Count me in as a fan of both these wagons!
Interesting you mention the steering wheel of the 745 was large enough to accommodate an airbag. It looks it. Was the car designed with airbags in mind? Or were they available in other markets? I’d think if anybody was this early to the game on airbags it’d be Volvo. While they seem to be a 90s technology, I think Mercedes had some in the 80s, & learned that GM was trying to market them in the 70s! Perhaps without much success though if I understood right, they were thought at the time to replace seatbelts, not supplement them.
Your story is one of self flaggelation of the highest degree.