1962 Volvo P1800

Volvo's history dates to the dawn of the automobile industry when in 1915 it was established as a subsidiary of SKF, a ball bearing manufacturer. Over a decade later, in 1927, the company introduced its first car series, the Volvo OV 4. It was a modest, 1.9-liter four-cylinder model on a 112-inch wheelbase which would set the pace of future production. The PV650 Series that followed in 1929 was a six-cylinder, 5-passenger model built in greater quantities. The first post-war Model was the six-cylinder PV60, followed closely by the arrival of the four-cylinder PV444 which sold in much higher quantities as its smaller size, fuel economy, and durability were better suited to the post-war economy and production. It was the company's first unibody car and four-cylinder model in nearly two decades. An updated version arrived in 1958 in the form of the PV544 which was produced through 1966.

Adding a little 'sizzle' to its 'steak,' Volvo began work on a sports car model in the late 1950s. Their first attempt to break into this popular and youthful market was the fiberglass-bodied P1900 Sport Cabriolet, built between 1956 and 1957 of which sixty-eight units were created. The first nineteen examples were designed and builtBill Tritt of Glasspar in California, with the remaining units built in Sweden. It was built atop a tubular-steel chassis and employed the PV444's 1414cc engine paired with a three-speed manual gearbox. Volvo's president drove a P1900 over a holiday weekend and upon his return, he stated 'I thought it would fall apart!' and quickly canceled production.

The Volvo P1800
The P1800 was Volvo's next attempt at breaking into the 'sports' market, initially built as a coupe and later offered in a shooting-brake configuration. Based on the 121 saloon, the P1800 sports coupe was introduced in 1960 and wore styling that was a dramatic departure for the sober-sided Swedish concern. Engineering consultant, Helmer Petterson who had designed Volvo's PV444, was the man chiefly responsible for the P1800. The first three prototypes were built by Carrozzeria Frua to a design by Petterson's son, Pelle, along with influences by Italian auto stylist Pietro Frua. Pelle Petterson had recently received an industrial design degree from New York's Pratt Institute, and was working for the Frua, a subsidiary of carrozzeria Ghia. His father managed to arrange for his son's design to be considered in the final five contenders, eventually being selected as the winning design. It particularly appealed to the President of Volvo, partially because he had very definite views about wanting an Italian-designed car. Volvo insisted it was an Italian design by Frua, but in 2009 credit was officially given to the young Swedish designer.

It was intended that Karmann would undertake production, though Volkswagen - who was Karmann's biggest customer - did not agree and quickly vetoed the decision. They feared that the P1800 would compete with the sales of their own cars, and threatened to cancel all their contracts with Karmann if they took on this car. Instead, production was entrusted to Jensen Motors in West Bromwich, although the setback had nearly resulted in the cancellation of the project. The Volvo P1800 was presented to the public for the first time at the Brussels Motor Show in January 1960.

Engine
Beneath the graceful bonnet was Volvo's rugged, four-cylinder, overhead-valve engine displacing 1,778cc and breathing through twin carburetors. It had five main crankshaft bearings, developed 100 horsepower, and propelled the lightweight sports coupe to a top speed of around 105 mph. It had a 96.5-inch wheelbase, measured approximately 171.3 inches in length, and stood just over 50 inches tall. The running gear was conventional, with servo-assisted front disc brakes, a live rear axle, and an independent front suspension. An M40 manual gearbox was used through 1963, and from 1963 to 1974, an optional M41 gearbox with electrically actuated Laycock de Normanville overdrive was available. Two overdrive types were used, the D-Type through 1969, and the J-type through 1973.

Production
Jensen Motors was contracted to build 10,000 examples of the P1800. Another UK firm Pressed Steel Ltd. was in turn subcontracted by Jensen to create the uni-body shells, which were then taken by rail to be assembled at Jensen in West Bromwich. The first production P1800 left Jensen's facility in September of 1960 as a 1961 model year example. Jensen would ultimately produce approximately 6,000 examples of the P1800 before quality control issues led to production being transferred to Volvo's Lundby Plant in Gothenburg and the car's name was changed to 1800S (S standing for Sverige, or in English : Sweden).

During the production lifespan of the P1800, only minor detail changes were made including those to the grille, trim, wheels, colors, and mouldings. The engine gained eight horsepower in 1963, and in 1966, output increased again to 115 bhp. Displacement rose to two-liters in 1969, with engine output following suit, now rated at 118 bhp. The 1800S designation remained unchanged.

Numerous updates and a fuel injection system brought about the P1800 E in 1970. The B20E engine used a Bosch D-Jetronic fuel injection system, and with the help of a revised camshaft, developed 130 horsepower without sacrificing fuel economy. The P1800 final had the performance to match its style, with zero-to-sixty mph being accomplished in 9.5 seconds and the top speed at 120 mph. Additionally, the 1970 model was the first 1800 with four-wheel disc brakes.

Volvo 1800ES
The final version of the P1800 was the 1800ES, introduced in 1972 as a two-door station wagon with a frameless, all-glass tailgate. Its design was courtesy of Volvo's designer Jan Wilsgaard

During the 1961 to 1973 production run, it is believed that 39,407 coupe versions and 8,077 sport wagons were built. Roger Moore famously drove a variant of this car in the popular ITC television mystery spy thriller, The Saint.

by Daniel Vaughan | Oct 2022