Roger Moore's popular TV detective, "The Saint,"
popularized Volvo's rugged but soon dated-looking P1800 sports coupe. Thanks to basic Volvo underpinnings, reliability was great even if 
performance was average.

Collectible Classic

From 1954 to 1957, Volvo dabbled with a few fiberglass-bodied, PV444-based convertibles called P1900s. Sales were scant, but the Swedes waited only four years before trying again to crack the sports-car market. A limited budget and overflowing assembly lines meant that the new P1800's steel two-place body-chassis structure had to be built at first by England's Pressed Steel Company, with final assembly by Jensen Motors in West Bromwich.

   The P1800's conservative Frua/Ghia styling mélange made few enemies, but by its mid-1961 introduction, it was dated and a bit clichéd. A tapered nose extended past the headlamps to a petite egg-crate grille. Vestigial fins sloped down to taillights reminiscent of a '51 Ford's. The coupe's low roofline dictated low seating. A tiny rear bench better accommodated parcels than people. Critics generally agreed that the P1800 had a style of its own. Roger Moore's character, Simon Templar, drove a P1800 in the TV series "The Saint," which certainly helped exposure.

   Under the skin, any Volvo mechanic was right at home. A sturdy 1.8-liter, 100-bhp OHV four was borrowed from the company's 120-series sedans and mated to a four-speed, all-sychro manual with optional overdrive. An unequal-length A-arm independent front suspension, a solid rear axle, and coil springs in each corner handled suspension chored. In 1963, Volvo brought production to Sweden and mildly altered cosmetics, renaming the car the 1800S; in 1968, the 1800S received the B20 2.0 liter, 118-bhp engine. Two years later, with Bosch fuel injection, all-wheel disc brakes, a sturdier gearbox, alloy wheels, and a new grille, the S became the 130-bhp 1800E. Top speed rose from 109 to 115 mph. A three-speed Borg-Warner automatic was optional in mid-1970.

   Volvo wanted to update the 1800's styling, but low volume (about 5000 per year) wouldn't justify a new body. The 1800ES, two-door sport wagon version, bowed in 1971. Volvo's stylists slated the C-pillars, extended the roof, and added a huge sloped glass hatch, gaining only 200 pounds. Briefly, the 1800ES sold better than its predecessor, but looming safety laws, dated styling, and rising prices killed it by 1973. Plan on about $6000 for a nice example of this sporty boulevardier.

-Ken Gross

PRODUCTION
243,995

HISTORY
The final version of the first postwar design by Sweden's long-time automaker. Introduced as the PV444 in 1944. The first Volvo to have any significant impact on the American market, the PV544 differed from its predecessor in having a one-piece (instead of divided) windshield, a larger rear window, revised interior, and mirror trim changes. In appearance, however, the car remained nothing so much as a scaled-down version of the 1946 Ford, with rounded fastback body (in two-door form only), tapering hood, distinct front headlamps. Powered by Volvo's own four-cylinder engine, available in standard and more powerful "S" tune. Built to last indefinitely and reliably even in severe climates, the PV544 established Volvo's reputation for sturdiness and solid construction. This model was also surprisingly quick for its day, and saw sporadic competition success in the U.S. Succeeded by the stylish Amazon/120 series notchbacks, which borrowed much from it mechanically. The two lines ran side by side for several years.

FOR
Rugged Swedish reliability ~ Good handling, performance ~ Adequately roomy ~ Some parts still available

AGAINST
1940s styling ~ Not numerous any more

SPECIFICTIONS
Length (in.) 177.0  Wheelbase (in.) 102.5
Weight (lbs.) 2100-2200  Price (new) NA

PRICES/PROJECTION
Restorable $300-400   Good $1000-1500
Excellent $2000-2500  5-year projection +50%