Someone is going to get a very good classic car. This 1968 Volvo 122S wagon, from the tail end of 122S production, has only 59,989 miles on the odometer and is sparkling in all the places where they’re usually showing wear (or rust) after 150,000 miles or more. It’s here on eBay in Ventura, California—where the climate has been kind. The price is reasonable for one of these.
I’ve owned perhaps 10 122S wagons, and they are lovely cars and very usable as everyday transportation. “You can’t kill ‘em,” say their admirers. That’s true of the bulletproof mechanicals, but they do tend to rust away if neglected.
According to the owner, This “very original car” still has its original paint and upholstery, as well as shiny chrome on the bumpers—they usually fade to a matte gray. Rust is confined, the owner says, to “a small amount under the driver’s rear taillight and on the inside of the bottom of the tailgate.” The latter is a common rust spot, and it’s hardly structural. The undercarriage is said to be rust-free, but photographic documentation is lacking.
A number of things about this car will have longtime Volvo watchers doing a double-take. The original seats have only minor blemishes in the beading. The only interior issue is dead elastic in the driver’s side door pocket. The dash pad is perfect, but the original uncracked 122 dash pads don’t exist—this is a replacement. The owner also installed a carpet kit (floor mats were original), a complete exhaust, a new gas tank, fuel pump, starter, exterior mirror, and antenna.
As a late car, built-in 1968, this 122S has the 142-style steering wheel, knobs, and even the ultra-rare (on the 122S) lower dash pad. Everything works, including gauges, heater, headlights, turn signals, and wipers. The reverse indicators and license plate light up. Is this a deal-breaker? The vent window hinges are broken on both sides.
“The car runs and drives very good.” That’s welcome news, but surely it should be “drives very well.” The four-speed transmission shifts fine. Overdrive is a welcome addition to these cars (and was standard on the 1800S) but is not present here. The car is sitting on mag wheels, but the original rims and hubcaps are with the car.
Honestly, this is one of the nicest 122S wagons on the market. These cars were sold in the U.S. from 1959 to 1970—a long run. The “Amazon” name is unofficial but widely used. A total of 234,653 four-door models were built in Gothenburg, 359,917 two-door sedans, and 73,220 wagons. Sixty percent were exported, mostly to the U.S., so they’re not uncommon. And parts availability is good.
Power in this 122S is from the B18 four-cylinder engine. The B20, with a small bump in power, was introduced in 1969 and made it into very late 122 models. Many cars have had the B20 swapped in—it’s an easy upgrade, as is overdrive.
These are take-your-time cars. The B18 produced 115 horsepower in twin-SU-carburetor form, though it’s very aftermarket tunable. The engines tend to be noisy and what the British call “agricultural,” but the cars get you to your destination. And this one is hardly broken in. Remember, Irv Gordon put more than three million miles on his 1966 1800S, with the exact same engine.
This looks almost too good. Had one for a while. Could put a surprisingly large amount of stuff in the back. Agree they are a bit noisy. Great fun on a windy road going down hill. Up hill, not so much.
Has a new plate on it. Wonder where it spent most of its life? Are those snow tires on the stock rims? Width and I think offset are different on the 122 and the 220 wheels. Would want to check that out. I do like them on this car.
Too bad the SU carbs are gone. They are not that complicated to rebuild and several British parts suppliers have kits, including the shafts and bushing that tend to wear, and make tuning difficult.
Had a Webber conversion on mine. Didn’t care for it. One of the reasons I question the milage is the carb conversion. Not enough miles to wear out the bushings. Would have been an easy rebuild replacing the rubber bits and anything clogged with old gas.
I tried one of these Webber downdrafts on a 1275 Mini. It was problematic and very difficult to tune. I never succeeded in finding settings that made it compatible. In many ways these Volvo engines are like the BMC A-series, so I’m not surprised to hear this.
I had a 63 2 door for over 10 years and loved it but got married and needed bigger car. It was bullet proof until I got hit head on when it was only about 6 months old. Broke my heart but kept it for years. Maintenance was always done by John Cox at Gorges Volvo in Wichita. John was a master tech who won all kinds of rewards from Volvo. The dealership gave him a new XC70 when he retired. Sadly he died several years ago.
I don’t think overdrive was standard on a 1800s. My Brother bought one in 1970 the car was a 66. It didn’t have overdrive. He bought another 1800s that was wrecked and had me take the overdrive out and put it in his. Made a huge difference on the highway.
Perceptive of you. I actually had a 1964 1800s without overdrive but it was the only one I’ve ever seen without it. I thought mine had simply been removed but maybe it was possible to not specify overdrive.
With an additional 10k you can put front discs, tranny rebuild and a 300 hp supercharged b20 up in there. Being 68 years old at that point all I would need is the right haircut and a legit priest’s outfit. Would be awesome to get speeding tickets thusly equipped.
At 68 and you would need the haircut? I’m 62 and only need a polish, am jealous.
Any tips on resources for supercharging a B20 (or B230)? I have not found much supercharging examples online – almost all are turbos.
On Brickboard and turbobricks I remember superchargers would come up occasionally. Don’t recall if it was just talk or someone had them installed.
I know of two aftermarket supercharger kits that were available for pushrod Volvo engines, but unfortunately both have been NLA for many years.
1. Back in the lake 50s Judson offered two kits, one for the B16 and one for the B18. These were Rootes blowers with phenolic vanes running in a finned housing, pulling mixture through a single barrel Holley carb, with the whole shebang lubricated by a separate, adjustable Marvel Mystery Oil vacuum on demand system. These systems have gone collectible in the last decade or so but occasionally come up for sale on ebay or some of the vintage Volvo forums with prices for complete kits at ~ $4500 & up. The good news is George Folchi is THE MAN when it comes to having these rebuilt. I had him go though a Sprite/Midget blower year back and it almost looked too nice to use.
2. The other option was a lysholm twin-screw system that was once offered by John Parker’s Vintage Performance Developments.
http://www.v-performance.com/products/supercharger.html
I know the person who did the fitment debugging for this kit and it is very well thought out and really turns up the wick on a B18/B20, w/o being temperamental. Again, unfortunately NLA.
One minor correction, 1969 & ’70 122s were only available new to North American buyers in Canada. Cheers
My 63 122S was a 4 speed and I didn’t think it needed od.
The rearend of the wagon has lower gearing.