P A B V 0 L V 0 P R D., 405 80 , FROM "JAKOB" TO THE PV 544

1926 T V . T 10 Two historical moments for , " ".

1927 T - V G. T J . 297 AB V 1.4 S K. T .

1928 T . V . A 20 F V .

1944 T , , . T PV 444 V . I - , , A April 14 1927 - - V . - V USA.

1958 T V PV 544 - T . T PV 544 . A - .

1964 T V - 120 - V T .

1965 T 444/544 . 440,000 21 . M 164,000 - . T PV 100 S K . D - 38 , AB V - 145,136 1,900 - October 20 1965 - 440,000 PV444/544 S K. . The first Volvo OV 4 on the assembly line HOW IT ALL STARTED "Gustaf, youve had something to do with cars! We must meet and a former colleague of his from SKF (The Swedish Ball Bearing ." T Stock- C) G L. G L holm on Midsummer Eve 1924 and led to the founding of a - and this meeting was purely by great industry. The gentlemen concerned were Assar Gabrielsson chance.

G L . I S S . H G L G L. O 27, 1926. P - M - T 500 , 500 . - . H . N J 1926 T - G - - - - , M . . I J 1925 S I O, T - G. T A H L G- - S , S - . A G- S M- - . 1926. , SKF T - T G- 1,000 P. T . - V D AB V. I -, F - SKF. T SKF B , D . - - T V - G L . T - V - . H . L J 1927 G . T S SKF V . U - . , V G L - - ! . . A G L ! H , A 14, 1927 - B . T V, - S- AB V. G - G - 1925 V . L H. A G - H MO T M G L - . . MO . P - ! T B H G- - . , - S- S - C N K 1924, - AB (N B B L). V - H . V ! SERIES-PRODUCED MODELS, NOW OBSOLETE

OV 4 (1927-29)

T V. W 950 . A - . L A - - . M 60 . . . M . T - "J". T - 10 . . A 14, 1927 A . T V KAK (S R A C) W R 1928, V UV 4. A V OV 4 - A E C 1927-31 C P S, K G VI A.

PV 4 (1927-29)

A - . A 1928 "V S". I , , ". . . ". I , . T , ... . .." A V PV 4 Z, R , - D G H SKF B G 1928 M L .

PV 651, TR 671 - 672 - 673 - 674 (1929- 34)

T - V . M 110 . . ., 1500 . H T 652 . T 671-674 - - . T : . T .0 - . T . T 200 - 300 . T V V . SERIES-PRODUCED MODELS, NOW OBSOLETE

PV 653 - 654 (1933-34)

A - - -, 1,630 1,670 . . A - - - . T , , , , - . V . I V , , - "V , , , - ..." W V ? T . T 653-654 V - .

TR 676 - 678 - 679 (1934-35)

A - . T , , . T - 3.27 , - - . T - . T C P S N E 1934. T - - V . A- C P P I, Q D, P B S V .

PV 658 - 659 (1935-37)

This model was a development of the 653 model. The moderate streamlining was continued, but the front end was changed com- pletely so as to harmonize more successfully with the overall design. The bonnet was lengthened and the vertical flat-faced radiator was replaced with a backward angled V-shaped radiator. The most important new feature, however, was the engine. The capacity was increased to 3.67 litres and the compression ratio was raised to give an output of 80 horsepower. This model was said, at the presentation, to represent Volvo's conservative line of design. A new Volvo aspect - the ultra-modern - was in- troduced simultaneously with the presentation of the PV 36, a streamline sensation, which "in common with the aeroplane and torpedo has derived its lines from the body shape of birds and fish" Another model, the TR 701-703 704 seven-seater taxi was introduced in 1935 and was a development of the Volvo 658-659. SERIES-PRODUCED MODELS, NOW OBSOLETE

PV 36 (1935-38) T V. A- , V . A - 84 . . B PV M 120 . . ., . L- 36 . O S J 13, 1935 I. O T PV 36, "C" - , " ". T , , , "C" PV 36 . T !

PV 51-52 (1936-38)

T S " ". S- . A . M 120 . . T V , - . T V - A . W V , , A. T PV 51-52 - 1,414 . - - 1.5 10 . T V S . M. W, A "G B C- " V PV 51 S 1938. SERIES-PRODUCED MODELS, NOW OBSOLETE

PV 53 - 54 - 55 - 56 (1938-45)

"T V 51" - "S M" (T S M M). A 84 , - - . M 130 . . . 1470 . A V- . T . V S - . T 50 . O V A G, M D V. A P E S 1941 PV 56 - V M - V.

PV 801- 802 (1938-47)

A - 86 . M- 130 . . . T 801-802 . T - - "- ". A , 801-802 . I - 1950.

PV 821- 822 (1947 -48), PV 831- 832 (1950 - 58)

S 90 - . T 831-832 , . T 830 , the . T , - . T V PV 51 "I ", "I ". SERIES-PRODUCED MODELS, NOW OBSOLETE

PV 60 (1942, 1946-50)

H V " ", - . V 3.67 . O 90 . A - A V . T PV 60 1944 " - S PV 444. T ". A , PV 60 PV 60 - - V - . PV 53-56. I

P 1900 (1956-57)

A - . A - 70 . M : 175 . . . T - PV 444. T , , , SU ., 44 70 . T - . SERIES-PRODUCED MODELS, NOW OBSOLETE

PV 444 A, B, C, D, E, H,K,L (1944- 58) T "G" V . A - - 40 . M 125 . . I . T A- 44 . B: -, , "C", , - . C: 15" . D: S- 1 . E: N . H: L , - - . K: N 51 . L: N 60 , , , , , , . PV 544 A, B, C, D, E, F, G (1958-65) T A , 60 85 - 60 - 85 . F - . C: E 75 90 - . A 12 - . G: T 95 - . VENUS-BILO an etreme eperiment

The first standard passenger cars of an extreme streamline de- sign were shown in 1934 at a motor show in New York. The car attracted considerable attention. The low sweeping lines, the comfort and the advanced technical design were all items the car-buying public were not used to and indeed later proved themselves to be unprepared for. The streamline Volvo "Ca- rioca" was introduced one year later. Volvo had however com- menced work on this type of car much earlier. The Volvo management at that time were very aware of the fact that the car of the future would be of an advanced streamline design.

Volvo could not undertake the practice on cars of the period. building of a streamline proto- The high-pressure area under type for various reasons. The the prototype resulted in the factory gave instead the task dust being effectively "dam- of designing and building a pro- pened down", whereas the nor- totype based on a Volvo chassis mal method practiced then to an engineer named Gustaf caused a partial vacuum under The Ve-Bi a a fcia ad acica ca. Ericsson. Ericsson had the car the car and resulted in a cloud built that same year - 1933 - of dust following the vehicle. and the Volvo personnel maga- The inner spaciousness was ex- zine "The Steering Wheel" cellent. Six persons could sit promptly christened it Venus- comfortably, and leg room in Bilo. the rear of the car was ap- preciated by the few who Ericsson had started by draw- were fortunate enough to ma- ing 10 or so rough sketches. ke a trip with Ericsson. The He then consulted leading car front seat backrests could be and aeroplane experts, artists part-inclined, a quality noted and architects and asked them in "The Steering Wheel". The for their impressions of the doors were curved inwards and proposals. upwards. This caused no end of Ericsson was convinced that trouble. Rain ran in under the the colour scheme of the car lower edge of the door win- would have an important ef- dows and made it necessary fect on the appearance. Be- for Ericsson to fit the door cause of this he did many tests innards with rain collecting with colour schemes on a troughs. The water was led wooden 1/10th scale model. away under the car through a Te fied icae ee icded i he eie. Secia age bi ee bi i he f ig. When all this was accompli- pipe. shed Gustaf Ericsson started on The luggage compartment was the full scale drafting of the ver roomy. There was a large The work took him six car. storage bin behind the rear months. seat backrest and room for a The reception Ericssons crea- dressing case under the front tion received was rather va- seat. Further storage room was ried. To judge by reports, the available on the left-hand side first people to see the car re- of the engine. Ten suitcases garded it as a joke, but after a were included in the specifi- while a small but stalwart cation. group of admirers was formed. The spare wheel and tool kit Ericssons car had however were located on the right-hand many fine qualities. One which side of engine. In a cavity at was greatly appreciated at the the rear of the car was a se- time was that the car did not cond spare wheel, which was raise a cloud of dust while accessible from the outside. This travelling over unsurfaced wheel had two functions, as it roads. This was due to the also served as a bumper. stream of cooling air, coming Gustaf Ericssons car was ne- from the engine compartment, ver put into series production. being forced downwards to It became apparent later on in form a high pressure area un- the 1930s that the idea of a der the car and not being eva- streamline car was too advan- cuated through vents in the ced - it was not accepted by engine bonnet sides as was the the car-purchasing public. The ea-ed ae hee a eed a a be. SERIES-PRODUCED MODELS, NOW OBSOLETE SERIES-PRODUCED MODELS, NOW OBSOLETE

a

Production Volvo 4451210 Van 1949-65

1949 3 1955 3965 1961 8717 1950 559 1956 5087 1962 7123 1951 638 1957 6580 1 963 6716 1952 1170 1958 8062 1964 7756 1953 1311 1959 6313 1 965 5989 1954 3719 1 960 8024

The number of vehicles produced during 1965 applies up to the time when the PV 544 went out of production. Some of the design team at work. They are from left to right: Erik Skoog, Edward Lindberg, Acke Arvidsson, Ernst Hautan, Anders Lyden, Eric Sidling, Rune Olsson and Tryggve Riis-Bjornstedt. BIGGEST SUCCESS

T V PV 444 A G G L, V PV 444 1944 - . T S. T . T . T . , - , V , , , - . - , T . . T . A 440,000 T - , 160,000 E S. S- . T - - S 100 . T . V - S K. V T 1944 . A - . T . - . T PV 444 " S T , TO A CERTAIN DEGREE, . E . M - PV 444 . A V ". A - V T E G. D W W II . A - A - USA. T PV 444 - 1958-60, - . V 100,000 . . T P PV 444-544 . 1965 - - F, , - , . , , E , - . . T W , V H- 1944. T - 4,800 S K- P E J - V 120 M 1943 V - , - . T V , . C 1969, (E) P S. E .