Great Lakes Classic Cars

Proudly Offers this Amazing

1972 Volvo 1800E

Grand Touring Sport Coupe

11857 Miles

Fuel Injected

4Spd Manual with Overdrive Lever

4 Wheel Disc Brakes

Beautiful Restored Example of a Grand Touring Classic

Only 1,865 originally built! How many are left?

Immortalized forever in pop culture with Roger Moore’s character Simon Templar on the popular TV Show ‘The Saint’.

This Volvo was loved and cared for its entire life and it shows!

Upgrades to the original radio, steering wheel, and wheels only accentuate how pleasing this car is on the eyes.  Keeping it’s originality as intact as possible (included with the car is the original steering wheel and factory radio (we do not have the original wheels))

Take notice of the condition of the beautiful swooping body lines and stainless trim leading to the desirable tail fins.

The interior is Gorgeous!  We absolutely love the styling, gauge positioning, condition of the seats and carpeting, and the folding rear seat turning it into a 2-seater with a flat deck aft.

This Volvo was professionally mildly restored years ago for freshening purposes.   It was good to begin with…

Other than a quality paint job which included engine bay and trunk, a small patch on the passenger side floor, and re-chroming of bumpers the Volvo was again up and ready to cruise in style.

There are many cars out there playing king of the hill in nostalgic looks and collectability,,, but very few come with this kind of styling, history, and pedigree…

We were able to find very few examples out there of similar 1800s. A handful to be exact and honestly only one of them was comparable in overall condition.

Look closely at all 100 pictures taken, some with the flash and some without so you can get a complete picture of how nice this car is. 

We also attached copied articles from both Hemmings Sports & Exotic Car and Concept Carz for your reading pleasure.  Even if you know everything about these cars, the articles are sure to shed new light on them.

Enjoy…

Feature Article from Hemmings Sports & Exotic Car

March, 2008 - David LaChance

It's sort of a souped-down Ferrari."

Of course, Volvo was having a bit of fun with this memorable headline from an ad for the 1800 coupe, but there was a grain of truth behind the cheekiness, too. The 1800 was unlike any Volvo before, or since for that matter--a comfortable, solidly built, reliable GT with racy lines that could have originated in one of Italy's finest design houses. It was Road & Trackmagazine that drew the connection to the prancing horse, and Volvo was only too happy to use the quote in another of their ads: "The 1800S is a very civilized touring car for people who want to travel rapidly in style, a Gran Turismo car of the type much in the news these days--but at a price that many people who cannot afford a Ferrari or an Aston Martin will be able to pay." It's pretty much the same story today, which makes it an unbeatable collectible.

The credit for the 1800's existence belongs to Gunnar Engellau, an engineer who had run Volvo's aircraft engine subsidiary before succeeding Assar Gabrielsson as president of the company. Engellau had aggressively opened up export markets in the U.S. and Europe, and, though he cut short production of the fiberglass-bodied P1900 roadster, remained convinced that the company needed a sports model to serve as a flagship for the lineup. The new car would be built on a shortened 120 series platform, but would feature all new styling by Pelle Petterson, the son of engineering consultant Helmer Petterson, the man responsible for the post-war PV444.

Volvo had no production capacity for the new car, and so entered into a contract with Jensen Motors, a family-owned automaker in West Bromwich, England, which was also producing the Austin-Healey 3000 for the British Motor Corporation, in addition to its own Chrysler-powered Jensen 541. Bodies were made by Pressed Steel in Linwood, Scotland. Though the car was first shown in 1960 at the Brussels Salon auto show, labor unrest and quality control problems held up production for another year. The car was named the P1800, a reference to its new 1,800cc, five-main-bearing, cast-iron B18 inline four.

The press instantly recognized that this was a sporting car, rather than one built for out-and-out performance, and gave the P1800 good reviews. "In doing that for which it is intended, fast steady cruising, the P1800 is superb and it gave us the impression it would run forever at near maximum speed," Road & Track said. Car and Driverliked the car, too: "From our perspective, the P1800 seems to have all the makings of a winner.... At its listed price, it has no real competition; it's low enough to lure buyers of both less expensive machines and ones that cost more."

Jensen was supposed to build 10,000 cars, but Volvo cancelled the contract after 6,000 had been delivered--although it was clear the problems had been with the quality of Pressed Steel's body shells, and the lack of leverage that Jensen had to improve the situation. In April of 1963, assembly of the car was moved to Gothenburg, accompanied by a name change to the 1800S--the "S" standing for Sweden. (The "P," standing for personvagn, was dropped.) Volvo made a number of changes to bring down the cost of production, swapping the hubcaps from the 120 for the original full wheel covers and simplifying the upholstery.

The 1800S underwent continual changes throughout its long production. In 1965, the distinctive "bull horn" front bumpers that turned up at the center were replaced with a simple, straight bumper that offered the same flimsy protection for the coupe's delicate nose. The grille, originally an eggcrate pattern that might have come directly from Maranello, was changed in 1965 to a stamped-alloy item, and again in 1967 to an assembly of horizontal and vertical aluminum channels. The chrome sweep spear that followed the curve of the body line departed in 1967 as well, replaced by a straight stainless molding that stopped at the center of the rear wheel arch.

Under the skin, the first major change came in 1969, when the 1,780cc B18 was bored out to 1,986cc, bumping horsepower to 118 at 5,800 rpm--though there was no change in the car's name to reflect its increased displacement. B20-powered cars exported to the U.S. were equipped with Zenith Stromberg 175 CD 2 SE carburetors, in place of the earlier SUs.

This would turn out to be a transition year, because in 1970 Volvo introduced Bosch D-Jetronic fuel injection on the 1800, replacaing the "S" suffix with an "E" for einspritzung, the German word for fuel-injected. The 130hp, injected B20 engine enabled a top speed of 112 mph; the brakes were improved too, with discs replacing the rear drums. On the inside, Volvo addressed reviewers' longstanding complaints about the silver-and-turquoise "jukebox" instrument panel, going with mod black-on-white gauges set in imitation wood. The injected cars are also identifiable by the black plastic vents on their rear fenders, the driver's side also incorporating the door to the fuel filler. The alloy grille was painted black in 1970, then replaced by a concave, plastic grille in 1971.

The other big news for 1970 was the availability of an automatic transmission. Seeing the potential for increased sales, particularly in the U.S., Volvo offered the Borg-Warner type 35 three-speed automatic as an option. Though its performance was significantly blunted, and the low gearing made the engine buzzy on the highway, the two-pedal car opened the car up to a wider audience, buoying sagging sales. The 1800E continued in production through 1972. (A variant, the 1800ES sportswagon, was produced in 1972 and 1973; that car will be covered in a future Buyer's Guide.) In all, Volvo built 34,107 copies of its stylish coupe.

For today's collector, there's an 1800 for every taste and budget. While prices have been rising over the past couple of years, the cars are still affordable, with presentable examples selling for as little as $4,000, and the best restorations commanding as much as $50,000. According to Don Thibault, who has specialized in the 1800 for more than two decades, the D-Jetronic equipped 1800E and the original 6,000 Jensen coupes tend to have the highest values. Don restores and sells 1800s from his Cape Cod shop, and offers a wide catalog of parts. "Every car I sell is over $25,000, and I usually have five people fighting for it," he said. He cautioned that restorations can become expensive. "I get customers who spend $30,000 and $40,000 restoring these cars. You could easily spend 10 grand on the body, three to four grand on the rechroming, four grand on the interior--it adds up quickly."

As a daily driver, the 1800 is just about unbeatable, thanks to its durability, parts availability, and performance that allows it to keep up with modern cars. "The Volvo P1800 is perhaps the only vintage car that can still be driven on a daily basis even today," said Irv Gordon, who ought to know--he's been driving his 1800S every day since he bought it new in 1966, putting a staggering 2.6 million miles on the car. In case you're wondering, yes, that is a world record, one that's recognized by the folks at Guinness. "Volvo has done a terrific job of keeping many parts still available, and even those that haven't been available are now being reproduced by Volvo and others," Irv said. "The car is of unibody construction and therefore rattle free. The body is of double panel construction with crumple zones, reinforced doors, a collapsible steering column as well as three point seat belts. The drivetrain is practically indestructible using Volvo original parts."

"There are so many positive points about the car," said Bruce Potter, president of Volvo Sports America, the national club dedicated to the 1800. "They're comfortable for tall people. They're dead-nuts reliable--you put the key in it, and it lights up. I think the styling is somewhat timeless--although the fins kind of give away the era. They're a car that you can drive without fear of it falling apart, and they're still affordable."

Those seeking a high-performance sports car should probably look elsewhere. But if you want a handsome, comfortable, reliable, iconoclastic, long-distance GT tourer with room for two adults and their luggage, look no further.

Production

P1800
1961-1963: 6,000

1800S
1963: 2,000
1964: 4,500
1965: 4,000
1966: 4,600
1967: 4,500
1968: 2,800
1969: 1,963

1800E
1970: 2,799
1971: 4,750
1972: 1,865

BODY
This is the first stop in your evaluation. The all-steel unit body can be difficult to repair properly, and all but a tiny handful of cars have by now suffered from rust or accident damage. Rust takes hold around the headlamps and in the rocker panels, the rear quarters and the floors, among other places. Water can get in through the cowl vent, or through a faulty windshield gasket. On pre-1970 cars, a plugged drain can lead the gas filler door to fill with rain and rust out; it also can allow water into the gas tank, which rusts through. The delicate grille and its surround are exposed to damage, and replacements are painfully expensive. The steel nose panel is no longer available, so check to make sure it's not already full of filler. The absence of a vertical seam between the headlamp and parking lamp is a tip-off that work has been done here. There should also be two seams in each of the rocker panels, below the doors.

INTERIOR
Here is where things can get pricey. Leather upholstery was optional on the very earliest cars, and standard on all the rest; if it's in bad shape, new covers can be ordered. Don Thibault will restore and reupholster a pair of seats in leather for $750. If you can barely see out over the dashboard, it's time to replace the webbing under the cushions. Door armrests commonly split, and are not being reproduced; the only option is a plastic cover. Upper and lower dash pads also split, and replacing them is neither cheap nor easy. A molded plastic cap is an affordable alternative. The Smiths gauges are notoriously troublesome, and there are a lot of them. The pre-1970 gauges offer an additional challenge, in that their chromed bezels were not made to be opened, and can get mangled by do-it-yourselfers. Though some try their own repairs, you're probably better off sending the units to a specialist like Nisonger Instruments in Mamaroneck, New York.

ENGINE
Overbuilt and understressed, Volvo's B18 and B20 inline fours can be expected to run to 300,000 miles and beyond without needing major attention. And when the time comes for a rebuild, parts are plentiful and the work is straightforward. About the only problem you're likely to encounter is a worn fiber timing gear; new fiber gears are available, or you can buy steel timing gears that are more robust, though noisier. Many owners over the years replaced their worn SU or Stromberg carburetors with downdraft Webers. "You can buy a brand-new Weber for short money, but the SUs will blow the doors off it," Don Thibault advises. A used pair of SUs, with an intake manifold, can be found for about $100 to $200; figure on about $400 for rebuilding the carburetors, suggests specialist Joe Curto of College Point, New York. The Bosch fuel injection works well, though some components, such as auxiliary air regulators and manifold pressure sensors, are getting hard to find.

TRANSMISSION
The four-speed, all-synchromesh manual gearbox is incredibly robust, and will do interstellar mileages if its oil is changed regularly. If there's any trouble at all, it's likely to be with the Laycock de Normanville overdrive unit, which was standard equipment on all but the very earliest cars. Few owners seem to know that, while the gearbox and overdrive share an oil supply, the overdrive has its own drain and filter. "Most people just drain the oil in the transmission," said John Esposito of Quantum Mechanics Ltd. in Monroe, Connecticut. The overdrive should engage and disengage cleanly. If it doesn't, the cause could be electrical, mechanical or hydraulic. John suggests draining the oil and checking the brass filter screen; black gunk means the clutch is disintegrating, and metal particles are usually from worn planetary gears. Figure at least $750, and probably more, for a rebuild if one is needed.

BRAKES AND SUSPENSION
Carbureted cars used front discs and rear drums, while injected cars got discs all around. The drums are notoriously difficult to remove, so you'll need a special puller, at about $100, to do any rear brake work. Carbureted cars were equipped with Girling servos, which are no longer available and difficult to rebuild properly; the best option for a failed Girling is to replace it with a Lockheed unit. The 1800E had ATE servos, which are no longer available. Volvo carried out a number of running changes in brake components, so be sure to order the correct parts--there are four different calipers used over the years, for example. Everything is available, with one exception: front discs for the Jensen-built cars. That can be gotten around by using a caliper bracket and rotors from a later car.

In 1957, development of Volvo's P1800 sports model began. The project was headed by Helmer Petterson, who was responsible for the PV444 during the 1940s. Peterson's son Pelle, who was then with Italy's Frua, was tasked with handling the design of the vehicle. Three prototypes were produced by Frua, and the P1800 made its debut in the coupe-only form for 1960. Jensen assembled the bodies from kits provided by the Pressed Steel Company. The P1800 coupe, with its rounded styling and good performance, was joined by the P1800ES variant. Production of the P1800 would continue through 1972, with careful development and refinement throughout the years.

The Volvo P1800 had a 'cult' following, especially after it was driven by Roger Moore's character Simon Templar in the television series 'The Saint.' The Volvo was chosen after Jaguar had declined this product-placement opportunity for its E-Type. Volvo supplied the show with a succession of white P1800s, all bearing 'ST1' registration plates.

This 1972 'late-production' P1800E Coupe is finished in Sky Blue. The current owner purchased the car in December of 2008. It has approximately 58,000 miles. It is well equipped with air conditioning, a Nardi steering wheel and Pansport wheels. Power is from a 1986cc overhead valve four-cylinder engine fitted with Bosch fuel injection system. There are four-wheel hydraulic disc brakes and a four-speed manual gearbox with overdrive.

By Daniel Vaughan | Dec 2011

Volvo had established a reputation for building sturdy sedans by the early 1960's. They had been building such cars for many years, and they had proven themselves more than capable of surviving the rigorous Scandinavian climate of their Swedish hometown. Volvo had become known for building reliable, robust, and practical transportation. But, during an exciting era of car design, they were left without an arousing design to arrest public attention. No sports car. No grand tourer. Volvo had no model in their line-up to excite buyers.

All this changed in 1961 with the introduction of the P1800. Combining a sophisticated Italian design with tough Swedish mechanicals, this new Volvo revitalized the company's image. With reliability, comfort, and practicality, the P1800 was a Volvo through and through. It managed to have a personality all its own, though, and a character much more engaging than its drab siblings.

The P1800 was a 2+2 with two seats up front for adults and a couple of chairs for the kids in back. The Volvo had a fairly large trunk, which supplemented its additional seats and made the car surprisingly useable for an attractive sports car.

Mechanically, the P1800 was as staid as the other members of its family. Initially offered with a simple 1,778cc four cylinder with an average 100hp, it was no road burner. The engine did at least have the dual SU carbs obligatory in a European sports car. The motor was later enlarged to 1985cc, and fuel injection was added later in the model run.

The 'P1800' designation was only used on the first batch of Volvo's sports cars, which had their bodies produced by Jensen of England. After quality problems with Jensen, Volvo moved all P1800 production to Sweden and renamed the car the '1800S,' with the new letter standing for 'Sweden.' When fuel injection was added, the 'S' suffix was dropped in favor of an 'E,' and when a shooting brake variant was created for 1972 it was called the '1800ES.'

Though it was as quick as an MG or a Triumph in a straight line, the P1800 was more of a boulevard cruiser than a backroad hunter. Its rear drum brakes and live rear axle meant that the car handled and stopped more like a conventional sedan than a sports car.

The Volvo's size, though, suggested that it wasn't really a sports car at all. Instead, the P1800 was intended to be a grand touring machine: an automobile with style and panache capable of moving down the highway at a quick enough clip of speed, traveling toward some fashionable destination with a roomy trunk capable of swallowing a comfortable shopping spree. Looking at the car in that context, its no surprise that the Volvo was able to accomplish its mission and end up a strong seller.

As a stylish grand touring car, the Volvo proved its worth. It was supremely comfortable, with the pleasant interior and excellent seats found in so many Swedish cars, and it had a great design that was distinct and modern. The P1800's styling is often attributed to Pietro Frua of Italy, but in reality it was the young Pelle Petterson of Sweden who designed the car while working under Frua. The Volvo's combination of good looks and well-built mechanicals was a great combination that found many satisfied owners.

The car's only real downfall was no fault of its own. For as good of a vehicle as it was, the Volvo had some serious competition that it just couldn‘t match. Introduced the same year as the fabled Jaguar E-Type, the P1800 struggled in the shadow of the glitzy Jag that was only marginally more expensive. It enjoyed decent sales during its long production run, but was eventually outshone by more impressive competition and discontinued.

Sources Used:

Wilson, Quentin. The Ultimate Classic Car Book. First. London: Dorling Kindersley Limited, 1995.

By Evan Acuña

The Volvo P1800 is probably best remembered and known for the television show, 'The Saint' staring Roger Moore. During the entire production of the show, the Volvo Car Corporation supplied a total of five P1800 models. One of the vehicles was split apart so better interior shots could be ascertained. One of the P1800's was wrecked on accident in 1967. Some of the parts were salvaged by the production company and used to update one of the older P1800s.

Originally, a Jaguar XK-E was going to accompany Roger Moore on his adventures but when Jaguar did not respond to the production company requests for vehicles, Volvo gladly handed over their P1800's. A decision Jaguar would quickly regret due to the shows popularity. However, in 1970 'The Return of The Saint' featured a white Jaguar XJ-S.

The P1800 is a departure from the vehicles Volvo is known for making. The company reputation boasts safety, reliability, and large and boxy vehicle. The P1800, on the other hand, was a stylish, responsive, sports coupe.

Volvo had attempted a sports car model which they dubbed the P1900. It was short lived. After less than 70 examples were produced, production ceased due to financial decisions. Volvo then tasked Helmer Patterson to acquire designs from Italian firms. Four designs came from Italian firms and one from his son Pelle. The design that was chosen by Volvo was Pelle's design. Frua was tasked at building a prototype while Pelle assisted in the development.

The production of the vehicle was complicated. Volvo did not have the space required to manufacturer the vehicle so they contracted a British company named Pressed Steel Company to fabricate the bodies. Jensen, a factory located in England, was used to assemble the P1800's.

Fueled by the popularity of The Saint, the P1800 became widely successful. It carried a rather inexpensive price tag when compared with other sports cars. The interior provided leg room for larger individuals; the weight of the vehicle and the size of the engine made it quick and agile.

The design was timeless - during its twelve years in production, only minor aesthetic changes were made. Mechanically, the biggest change for the vehicle was electronic fuel injection.

The P1800 is a true sixties car that proved to be an excellent companion for Roger Moore and 'The Saint'.
By Daniel Vaughan | Jan 2010

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