Art, that Alldata page of ohms for the gauge temp sensors is indeed a mixed of 240 & 700 info. The same tables appear in a TB post I saw.

The upper table is for the single pin sensor, 460191. The resistance range is approx. 60-250 Ohms depending on hot or cold. It was used in all 240s/260s from '75 right through to '93. Volvo NA Parts fitment says it was also used in the 760s ('82-on) and early 740s ('84-'87). It's not clear exactly which 700s used it, but I believe it would be those with a VDO cluster and gauge.

The lower table is for the two pin sensor, 1362645. The resistance range for that one is approx 150-550 Ohms. It was used in the later 700s, all 900s and the early S/V90s. IPD says it was '87-on 740 and '88-on 760, plus the 780. Volvo NA parts says it was also used on some early 740s ('84-'86) and some early 760s ('82-'87), again without being specific as to which ones, but I believe it would be those with the Yazaki cluster and gauge. 240s never had Yazaki gauges, while 900s did and the later 700s were a mix (if you look at the green electrical manuals).

Which gauge a 700 had would likely vary by assembly plant and chassis number, meaning model and where/when it was assembled. Fastest way to be certain is to reach under the manifold and check the connector, and maybe confirm that by looking at the instrument cluster to check that it's VDO or Yazaki (Yazaki has a space bar separator for the odometer tenths digit, the VDO odometers have no bars between the digits).

The '95 940 Yazaki speedo is extremely similar to the '93 one, but they managed to use a few less components. Both the Yazaki cluster and the gauges are becoming more troublesome than they should be as they age. The soldering isn't the best, so you get corrosion. The flexi plastic PCB circuit boards on these Yazaki clusters are prone to damage, the screw contacts are prone to oxidation and of course soldering is very difficult to re-flow without burning through the plastic. I'm increasingly hearing of problems with the speedos going dead as they age past the 25 year mark. The capacitors probably aren't the highest quality and will slowly start to fail. Very few speedo repair places are familiar with them or even want touch them. With labour costs these days it's hard to justify sending them out for repair, so used seems the way to go. I'm also increasingly hearing of people finally wanting to say good-bye to their 700/900s when the gauges start going dead. If I hadn't been able to repair mine, the thought was crossing my mind that it was high time to move on from that car.

As for ESR meters, those little multi-function testers with the ZIF socket are indeed amazing. The one I got is the popular little LTC T7 model. It can do way more than capacitor ESR. They can do resistors, capacitors, inductance, thyristors/triacs, diodes (double/Zener, incl breakdown voltge), transistors (NPN/PNP), small battery volts/AmpHrs, even has an IR decoder. It automatically determines which type of device you've plugged in and the orientation of the leads is unimportant and with test leads can do in-circuit capacitor testing. It's self-calibrating, auto-off and USB rechargeable. I got the full kit in a plastic case, with three test lead clips, USB cable, a test capacitor and a test diode and pin bridge. On an AliExpress Black Friday sale, I got it for under $15, delivered. Typically they're more like $50 and on Amazon a fair bit more. There's also an older T1/TC1 model (slower and a bit less capable) and a newer T7H model(same, but faster measuring). Before I got it, I checked out reviews and also a video done by a tech who compared it to high end pro-meters made in Europe and was suitably impressed with both the sensitivity and accuracy. Biggest problem with the one from China is there's no instructions, but you can find them elsewhere online. I used it to quickly check out some Christmas light bulbs.
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Dave -still with 940's, prev 740/240/140/120 You'd think I'd have learned by now