By Dean Sprague
Have you ever been buried in a project and wish you had never gone there? This is rhetorical of course I assume we all have. My Volvo P 1800 may have pushed me just past the “I should never have started this” stage. Since we talked last, I now have all the glass installed. Sadly, I broke the original windshield trying to pick it up. I intended to reuse it even though it had a scratch but now we have a new one that’s perfect. The completely rebuilt dash and instruments are installed along with the steering, wiring and most of the chrome on the car. I finally got the trim out of the chrome shop. It has taken forever but what a difference new chrome can make. The fuel tank is also recoated and installed along with a solid-state electric fuel pump. I decided to replace the mechanical one with a system that might pre-charge the fuel before turning the engine over. It never seemed to start well after it sat for a day or two. I have also done a hundred other bits that go with any restoration.
We are beginning the second pass on putting in a new headliner. My son Jason and I spent several hours prepping the first one. We carefully followed the manufacturer’s instructions to glue/staple the liner to my existing fiber/wood frame all along the pre-drawn lines. Then you are supposed to stretch the frame into the holes along the edge while pressing the clips in place. We made it on three sides but on the final side it would not go. We heated the liner, but the clips just would not fit into all the holes. Then the liner tore. Result: new headliner lost and frame broken (everywhere). Now it’s time for plan B. I ordered a new headliner (another $150) and reassembled the destroyed frame. I positioned the broken pieces in place and fiberglassed them using resin and cloth creating a “sandwich” design along the entire frame. Then I re-drilled the holes for the clips and ground the edges. This time we are going to put the frame in first and then install the liner, heat it, pull to fit, mark it, remove, glue and reinstall. Once this is accomplished, we can install the front and transmission tunnel carpets and hang the doors. This should prepare the body for the drive train.
Now I can get back to mechanical restoration. The engine has been out of the machine shop for several months so now it’s time to build it. I have also decided to re-gasket and seal the transmission. This car has the optional M41 gearbox which included the Laycock de Normanville overdrive so it’s a bit more involved. Fortunately, the internals of the gearbox/OD are in great shape so sprucing up should be all that’s required.
The engine will be another challenge. I had the machine shop bore it from 1800cc to 2000cc and sonic test the walls. This can be risky so when I stumbled onto another complete B18 engine I bought it. Of course, this insured that my original block would bore out perfectly and my backup wouldn’t be needed. We also installed stainless steel exhaust valves and pressed in hardened seats with bronze guides so it will run unleaded fuel. We did all this on a B 20 big valve head so it would match the explosion chambers in the block and provide superior breathing. When you include all the other upgrades the engine should be about 135 hp. The intent is to chase or outperform the other LBCs while still preserving that famous Volvo reliability.
I have a great deal more money “invested” in the car than was programmed. My original intent was to cut a few corners and just make it a good driver. That went by the boards. Every time I find an opportunity to “settle” I go in the other direction. This is something I vowed not to do but my weakness for perfection never wanes. Well, it will be a much better car anyway.
On a positive note, I was looking at Hagerty’s classic car value guide and discovered the car continues to increase in value. The going rate for a #2 condition car is exceeding 45K now while a #1 museum quality car is in the 60K plus area. Of course, a #1 car is as rare as hen’s teeth and once you drive one on the road it almost immediately becomes a #2. I build cars to drive and enjoy so I would never consider building a car just to look at.
Now that the restoration is actually moving forward it’s starting to look like a real car again. I received an inquiry from a good friend asking if I had any interest in selling it. He has been monitoring the progress. Since he had a 1972 Volvo P 1800 ES wagon for years, he has P 1800 fever; but manageable I think until I have it finished and sorted anyway. Who in their right mind would spend 5 years restoring a car, invest mega thousands and probably over 2500 man-hours then sell it for slightly more than materials costs? That would be stupid, right?
What do you think, should I keep it or let it go? See, the problem is 45 K is a lot of money and a substantial down payment toward a new mid-engine Corvette or some other fanciful desire. On the other hand, a dependable classic 1964 P1800 Volvo which happens to be one of the desirable years and is also in the rare and very popular color combo of black with red leather interior (less that 1000 were made) combined with all the desired options, factory air, radio, overdrive and with matching numbers. Plus, the car has original floor pans and never any rust. This is particularly rare since they say, “You can stare at a P1800 body and it will decompose before your eyes”. I spent a lot of time and effort sealing the inner/outer panels to prevent this. Oh well since I still have a way to go, I guess this doesn’t have to be decided right now.
Besides when the Volvo is finished Jason is talking about using it for a father/son long distance bonding trip. Now that does sound like fun and it really is an amazingly comfortable touring car. Besides, you can always sell something later…
Pubs Chairman’s Note: What is your vote? Sell or keep. Send your vote to: . We’ll publish the result.
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