A few blocks away from my house, there’s a church that often has a really nice ’90s Volvo sedan parked in the lot, and it makes me think that we don’t see enough Volvos on the road these days. I’ve done my part by wrestling with a needy 1800S for the last four months or so, but anyone driving any Volvo is, in America at least, a bit iconoclastic. Therefore, you will be noticed if you buy this 1968 122S that Barn Finds reader Mike F. found on craigslist in Denver. The seller says that it’s “a cool car with tons of character,” and with an asking price of $7,500, maybe you’ll be the character who can “take over sprucing her up.”
In 1968, the 122 was nearing the end of its production life at Sweden’s Torslandaverken plant, and the cars destined for America got some useful upgrades. The four-door saloon was canceled, leaving only this two-door and the estate models in the lineup, and all twin-carburetor cars were apparently upgraded to 123GT/1800S specifications (10:1 compression, 115 horsepower). That would indicate that this is the B18B engine, which was backed in all cases by a four-speed manual (the automatic was no longer an option). An electric overdrive was an option, but the seller doesn’t mention if this car has it or not. Overdrive cars got a steeper 4.56:1 axle ratio, which makes for a very buzzy ride if overdrive isn’t engaging (a lesson I learned with my 1800 this summer). Additionally, Volvos finally got a twin-circuit master cylinder for 1968; for some reason, the 1967 models don’t have them (although they were standard on all American cars).
The saddle-colored interior looks great with what’s left of the dark green paint. There isn’t a good “overall” picture of the interior in the advertisement, but the variety of close-ups indicate that the upholstery, dashboard, and headliner have held up very well.
And these are worth several hundred dollars of the asking price themselves: Volvo’s “green” factory service manuals. A kindly Volvo fan has digitized them online, but nothing beats having a service manual sitting on the bookshelf. The trunk will be filled with spare parts, and the seller says that there are materials to “upgrade the rubber on the doors/windows,” although the passenger side has already been done.
The close up photos show that there is some rust, namely on the quarter panels/rockers, and the paint is obviously a little sunbaked. Still, a cool old Volvo is a cool old Volvo, and if you have an urge to make our roads a little more interesting, maybe this will be the car for you.
I might be out of touch, but $7500 seems pricey given the car’s condition.
About 5 years ago, I picked one of these up for $1800, and ran it in the Pittsburgh Vintage Rallye, placing somewhere in the middle of the field.
Before that, I bought an 1800 for 3K and enjoyed that car before it was rear-ended and totaled.
I think you got a GREAT deal for $1,800, but I agree that this Denver car is probably somewhere between the two. Three grand for a running and driving 1800 wouldn’t happen today; THAT, my friend, was a deal.
Agree with Rex Kahrs that $7.5K might be a leetle too much, all things considered. Not only paint and rust repair lie ahead — yeah, I’m fussy that way — but interior repairs (the seats need some stitching, at least, and a new carpet) and, since the seller doesn’t mention mechanical health, probably a few other issues as well.
That’s a shame, since I really like older Volvos. A 544 Sport would be ideal for me, but a 122S runs a close second.
In any case, these are robust, pretty simple to wrench on, and very nice to drive. I want it, but for a somewhat lower ask.
No o/d (no right stalk on the steering column), but it is otherwise identical to my late, VERY lamented, 123GT. This car’s $7,500 is too much money for one needing rust repair and paint. Not being able to find or afford a 123 this car is oh, so tempting…
Always liked the 122, so did the late joint chief of staff Colin Powell, but I must disagree with the author, the 122 was never really popular here. I read, a whopping 667,000 cars were made, the 2 door the most popular, however, only about half that were exported, and a fraction of those came to the US. “Amazongly”, many went to Canada, hey. I read, the 122 cost about $2500 new, and about the same as a Ford Fairlane, yet, with dated 50s styling, it was not a good seller. That all changed with the 140 ‘brick”, and for comparison, the 140 sold over 1,251,000 cars and many of those came to N.America. It was the 140 that put Volvo on the map, not the 544 or the 122.
With costs so out of whack, I’m not sure what’s what, but I bet 5 “Grover Clevelands” would take this car home, and be the last car you’ll ever need. Think they’d trade for my Jeep? It is Colorado, you know,,,, by the way, no O/D, as it would have been a stalk on the right side of the steering wheel.
Good call from you and Tom on this 122 lacking the momentary switch on the column. I wasn’t sure if it shared that with the 1800 or not, and I got in a hurry this morning.
Oh, and I changed the text on the export thing. The majority were exported, just not necessarily to America. Got my wires crossed when I was talking about cars that were exported to America.
Im not only enjoying your write up Aaron, but all the comments too. Rex, you really got a sweet deal with your 122, looks really solid. These are seriously solid cars and one day would love to own one. I didn’t even know these came with Overdrive.
-Dave
My 122 had a B/W automatic, so the driving experience was less than thrilling. It had dual Solex carbs on it, but the automatic really dogged it out.
The 1800 had a B20 with 4-speed with overdrive, but I seem to recall even with the OD, it turned about 4000rpm at 70mph. But the 1800 was really too heavy to be a sports car. It was more of a Grand Tourer. Oh, and the ergonomics and the ventilation lest a lot to be desired!
I’d definitely go the manual transmission route for sure.
“Amazongly” (HA) this is the car (P220) that started my 1/2 century of wagons ownership. I hada ’69 for 20 yrs:
https://www.vintagecarcollector.com/vehicles/2597/1965-volvo-122s-amazon-wagon
Also: Japanese, a 240 (& the worse wolwo: 850) and now a ford fox; wagons. They’re perfect 4 me, only needa p/u 2X yr & there’s plenty around…
Thnx Mike F & Aaron T.
GL w/sale’n ownership~
“Additionally, Volvos finally got a twin-circuit master cylinder for 1968; for some reason, the 1967 models don’t have them (although they were standard on all American cars).”
The requirement for a dual-circuit master cylinder came into effect on 1/1/1968. Most manufacturers fitted all of their 1968 models with them when production started in late 1967.
But not Volvo. They waited. So there are effectively two 1968 models. Cars built in calendar year 1967 had a single-circuit master cylinder, and starting on 1/1/1968 they got a dual-circuit m/c. Volvo nuts like me refer to the later version as 1968.5 cars.
For 68 that also got rid of the clutch master and slave and went to cable. I’m thinking this may be a 67.
Us spec 68 Amazons had hydraulic clutch. I’ve seen Canadian and Swefish produced 1969s with cable clutch.
I’ve had at least one Amazon for 50 years and I can remember a couple of things.
I had two from 1968 and both had a clutch cable, under dash pad and headrests. One was my father’s that was sold new to him (in the US). The other one I bought in the early 1980’s. Late 68 models, maybe??
544s and 122/Amazon’s are just very cool, well built cars. A non-rusty one at a reasonable price is always an attraction to me. (Even a 142 or 242) A solid older Volvo (ones that came with the “red engine”) has many different possibilities. The engines are bullet proof and can be hopped up and/or turbo charged to make life really interesting. I had a 265 wagon that I dumped in a 5.0 Ford engine and AOD that was a blast to drive. A local older Volvo at an attractive price would be sitting in my driveway.
I guess I’ll speak up for the patina crowd. Personally I think paint and bodywork would quickly put you upside down, even at closer to $5k. I’m a history buff. I like it when a car has a story to tell. Covering it up with modern paint, which would never duplicate it coming out of the factory, is no bueno for me. Add the bondo, and join the plastic, over restored club, unfortunately the norm for the day. But we’re gaining!
So the stock line, leave it, drive it, and enjoy it. Plus if it’s your trip, it will draw much more interaction at Cars and Coffee.
These Volvos look particularly fine in the original green color, and this car cries out for rust repair and paint. If I had an extra $10,000 – likely what one would spend on this car – I would buy it, since I can neither find nor afford another 123GT.
For those who do not know, the 123GT was the hot-rod version of this car built in 1967-8 only, with the B18B engine and M41 o/d trans, Recaro seat recliners, tach factory-mounted on the special dash pad with a shelf, and driving lights. The suspension was stiffer, it had an added disc-brake booster, and came with Pirelli Cint tires. It was available in green and red only, and was sold in Canada and Belgium (both countries where some were assembled), Sweden, and the US. It has been almost 40 years since mine was totaled (NOT by me…), and I miss it still.
Hate to, maybe not, most of you are wrong!
Only 123gt and p1800/1800s got the b18b with higher compression 120, 130 and 220 all got b20d with less compression and hp here in USA.
I have a white123gt.
Dual circuit brakes and safer steering column came during 1967 model years.
We have 2 1967 Amazons here. One with those safety features and one without. Both have an “M” in the vin indicating 1967 model.
There was time there were 2 green 1967 1800Ss here o.e single and one tandem mc.
Us spec 68 Amazons had hydraulic clutch. I’ve seen Canadian and Swedish produced 1969s with cable clutch.
I’ve had at least one Amazon for 50 years and I can remember a couple of things.