The term “sport wagon” often sounds like a contradiction. Sports cars are typically sleek and low-slung, while wagons are known for their boxy practicality. Finding a vehicle that successfully blends these two concepts is rare. History is littered with forgotten attempts, from custom Ferraris to the Jaguar XJS Eventer, and various less successful personal projects like woody versions of the Jaguar XK150.
Yet, from an unexpected source, Sweden’s Volvo, emerged what many consider the quintessential classic sport wagon: the P1800. This elegantly curved sports coupe enjoyed a long production run of 12 years with minimal changes, culminating in the striking 1800 ES wagon, manufactured from 1971 to 1973.
The 1800 ES wagon, unfortunately cut short by the introduction of 1974’s stringent federal bumper regulations, bore a resemblance to the less common British Reliant Scimitar produced from 1968 to 1975. Its defining feature was the sophisticated glass tailgate, which earned it the nickname “Snow White’s Coffin” in Europe. Despite its brief production, the 1800 ES wagon achieved remarkable success, with 8,078 units sold, solidifying its place as one of the most successful sport wagons ever created.
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Volvo’s initial foray into sports cars was less auspicious. The P1900 roadster of 1955 was, to put it mildly, a disaster. This early fiberglass-bodied vehicle, characterized by a somewhat ungainly front end, suffered from alarming structural flexibility. One test driver documented 29 critical issues that needed immediate attention. Gunnar Engellau, Volvo’s newly appointed CEO at the time, famously took the P1900 on a 447-mile road trip. Upon his return, he promptly cancelled the project after a mere 68 cars had been produced.
In contrast, the P1800, launched in 1961, drew inspiration from Virgil Exner Jr.’s Chrysler concepts crafted by Ghia during the 1950s. The cabin design echoed the Ghia Thomas Special and Volkswagen’s Karmann-Ghia coupe. However, the P1800 already exhibited design elements that were becoming dated, such as tail fins, a curved side trim spear, and “cow horn” style front bumpers. The interior styling was equally flamboyant, featuring generous amounts of chrome and ornate gauges.
Initially, Jensen Motors in the UK manufactured the first 6,000 P1800s. However, persistent rust problems compelled Volvo to relocate production to Sweden, starting with the 1800S model in 1964. The P1800’s popularity received a significant boost when Roger Moore famously drove one in the British television series The Saint, which aired for seven seasons. Interestingly, the network’s first choice was a Jaguar E-type, but Sir William Lyons declined to provide one.
Mechanically, the 1800 proved exceptionally robust. It featured a 1.8-liter B18 four-cylinder OHV engine, front disc and rear drum brakes, independent front suspension, and a strong unibody construction. Performance was comparable to the Porsche 356B, with a 0-60 mph acceleration time of around 13 seconds. Its inherent toughness and unstressed engine, combined with an overdrive unit, made it a comfortable and capable high-speed grand tourer. Highlighting its legendary durability, in 2013, retired teacher Irv Gordon from Long Island, New York, surpassed three million miles in his 1966 1800S en route to Alaska, a testament to the car’s enduring reliability.
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By the late 1960s, the 1800S was beginning to appear dated. However, improvements introduced in 1969 kept the model relevant. A larger 2.0-liter B20 engine with Bosch D-Jetronic fuel injection reduced the 0-60 mph acceleration time to a more respectable 10 seconds. The interior received a wood-grain dashboard with updated gauges, improved seats, and optional air conditioning and alloy wheels. The ES wagon variant joined the lineup in late 1971, offering balanced weight distribution, a functional rear seat, and significantly increased cargo capacity. Total production across all 1800 models reached 47,485 units, including the 8,078 ES wagons. Later models also benefited from improved rust protection.
The 1800ES wagon remains a visually striking car. While an exceptional price of $92,400 was achieved for a red 1973 ES at a Bonhams Greenwich auction in June 2014, generally, even pristine examples are relatively accessible, averaging around $42,500. The average value for a #3 condition (Good) car is approximately $15,900, according to the Hagerty Price Guide. Color significantly influences value, with yellow, red, orange, and dark green being more desirable, while white, light green, baby blue, and turquoise are less favored. Metallic gold, silver blue, and bronze were also available but tended to fade quickly. Many cars were repainted by the factory, making an original metallic finish car a rare find.
Four-speed manual transmissions are generally preferred by enthusiasts, although the overdrive unit can be somewhat delicate. Automatic transmissions are less popular, but these cars were often purchased by older drivers and may have lower mileage (and converting to a manual transmission is a viable option). Due to its unibody construction, rust is a significant concern, and potential buyers should thoroughly inspect the body. Key areas to examine include sills, fender areas around the headlights and grille, windshield and rear window surrounds, and taillights. Also, check the chassis outriggers and jacking points. The sophisticated fuel injection system is generally reliable.
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Mechanical parts are readily available, with most components available as New Old Stock (NOS) or reproductions. However, some body parts specific to the ES wagon can be harder to find. Perhaps the most appealing aspect of owning an 1800ES, beyond its attractive design, is the strong Volvo owner community. These cars have cultivated a dedicated following, and the reason prices haven’t skyrocketed further may simply be that owners are reluctant to part with them. One can imagine devoted owners, perhaps pipe-smoking academics, declaring, “Why would I ever sell it? It’s MY car!”
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