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Volvo Magazine P A B V 0 L V 0 P R D., 405 80 Gothenburg, Sweden FROM "JAKOB" TO THE PV 544 1926 T V . T 10 i Two historical moments for Volvo , " ". 1927 T - V G. T J . 297 AB V 1.4 S K. T . 1928 T . V . A 20 vehicles F first 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. Gustaf Larson 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 - fullswing T hole 500 open , 500 . - . H . N J 1926 T - G - - - - , M . . I J 1925 driven from S I O, T - G. T the A H L G- - factory S , S - . A G- car rielsson S M- - . 1926. , SKF T - T G- 1,000 P. T . - V D their determination AB V. I -, F - SKF. T SKF B lines , D . - backing - T V - G L . T - project V - . H . L J 1927 plans and G . T up a S automobile SKF building V . U - . find financial , they V G L - - ! . A G L ! H , and A 14, 1927 - B . T V, - S- AB V. G meeting - with G - ber 1925 V . they L at H. A G - artist H MO T M G L - . . MO . P - ! T B H G- - the possibility . , - S- S - C N K holm 1924, paratory - AB (N B B L). fruit after from different sources and V - final assembly H . V ! SERIES-PRODUCED MODELS, NOW OBSOLETE OV 4 (1927-29) T V. W 950 . A - . L upholstery A - - . M 60 . M . T - "J". T - 10 . A 14, 1927 and A . T V KAK (S R A C) W R 1928, and V UV 4. A V OV 4 the - A E C 1927-31 C P S, K G VI A. PV 4 (1927-29) A - . A 1928 and "V S". I , , ". ". I , . T , rear ... is . .." 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 version . 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 fitted , , , , - . V . I V i, , - "V , , , - ..." W V ? T . T 653-654 V - . TR 676 - 678 - 679 (1934-35) A - . T , , . T - 3.27 , - - . T - nations . 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 to , - . T V - parsion with A . W V , , A. T PV 51-52 - 1,414 . - - 1.5 10 . T spaciousness 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 units A G, M D V. A P E S 1941 PV 56 - the 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 greater " - S PV 444. T ". A , PV 60 PV 60 - - V - . PV 53-56. I P 1900 (1956-57) A - . A - engine developing 70 . M : 175 . T - PV 444. T , , , t SU ., this 44 70 . T car - . 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.
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