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Volvo PV444
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norustplease



Joined: 11 Apr 2011
Posts: 779
Location: Lancashire

PostPosted: Tue May 14, 2013 8:21 pm    Post subject: Volvo PV444 Reply with quote

I first came across these cars on a trip to Norway when I was 19 (a long time ago) and have hankered after a Volvo PV on and off ever since. Alas, they are a rarity in this country, never having been formally imported, and the few restored examples that find their way here are usually quite expensive. I have to admit that I'd shelved this ambition and was looking for an Amazon as a retirement project, when I started to see that there were still quite a few PV's around, albeit at mainly highly priced in dealers on the continent.

I missed a promising one on Ebay a few months ago, but struck up a dialogue with the seller, who had acquired it on one of his regular trips to Sweden in search of old VW's. Sweden, particularly in the north, is, for climatic and other reasons, less hard on car bodies, and it is apparently possible to find good solid examples of many older cars.

Anyway, he agreed that on his next trip he would try and get me one....and after a few mild mishaps, this is it.

It is a 1953 PV444 ES, from Trollhattan, and apart from a somewhat twisted front bumper, it looks remarkably solid and straight. Underneath there are a couple of small areas that have been welded (a long time ago), and a couple more that need attention. The car has been in storage for around 30 years, having belonged to a member of the family who apparently just gave up motoring and parked it in an outbuilding. It comes with all sorts of old brochures, period Volvo magazines, etc. The car still has its original B4B engine and 3 Speed box and is, of course, 6 volt, like many cars of this period. The trip shows around 9000km, and I assume that it has been around the clock once. As one would expect from a Swedish car, it has a heater and demister (quite something for 1953), flashing indicators, fabric seats and a mains operated water jacket immersion that can be plugged in during winter nights to warm things up for the morning's startup.

Paintwork is very faded and there are three replacement wings fitted which seem to have either oxydised to a different colour, or are replacements from a car that was a darker shade of maroon. All the brightwork is present, albeit the radiator grille appears to be from a slightly later model (in common with most of the survivors that we saw). Inside it is remarkably tidy for a 60 year old car, although it will need a new headlining.
It is of course LHD, as all PV's were, in spite of Sweden driving on the left until 1967, and I will have to get used eventually to the culture of sitting on the wrong side when I drive. However, I don't see that being a problem.

First job will be a mechanical recommission and some bits of welding. Most obvious faults are in the brake hydraulics, which will, I suspect, be a throw away and start again situation. Certainly the master cylinder is a goner with the pedal collapsed to the floor. The engine too is a bit of an unknown quantity, it is free however and we have had it running briefly, but it needs recommissioning, a new exhaust fitting, and then a view taking on whether it is in reasonable enough fettle to retain.

Then some new paintwork and some work on the bumpers, and finally, that headlining.

Sounds easy, but even with something as straight as this, there is plenty to do and I am expecting that I will find quite a bit to do when I start to delve more deeply.!

Longer term, maybe a 12v conversion and a slightly larger engine (depending on how sound the current one proves to be).

I have also acquired a load of spares including a B16B engine and 4 speed gearbox, which will probably find their way into the project at some stage, and a set of seats. I am not sure what I will do with the latter, yet, since they are a brown/beige mix, rather than the red and grey in the car itself (which goes well with the maroon paintwork).

Longer term, the arrival of this car possibly means that I need to slim down my collection before too long and that probably means that my 1946 Morris 10 will have to go, over the summer. It is a shame, because it is a nice car, with its recon engine and new interior, but for a strapping 6ft 5" driver, it does have an awkward and cramped driving position, and there is something just that bit more appealing (and spacious) about my 37 Cambridge......!
Anyway, lots of spares to order, and some gymnastics, no doubt, with DVLA to get an age related number.

Anyway, here are a few photographs.







[URL=http://s1180.photobucket.com/user/barn4find/media/
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1953 Citroen Traction
1964 Volvo PV544
1957 Austin A55 Mk 1
Boring Tucson SUV


Last edited by norustplease on Tue May 14, 2013 9:59 pm; edited 1 time in total
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Rick
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Joined: 27 Apr 2005
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PostPosted: Tue May 14, 2013 8:44 pm    Post subject: Reply with quote

Very very neat indeed, what a cracker - the split front and rear windows really do look the part, and I like the early style of dash too.

Welcome to the PV fold, as a recent joiner to this august group of owners I've still a lot to learn, but I'm not regretting my buy.

Thanks for posting the photos Smile

RJ
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norustplease



Joined: 11 Apr 2011
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Location: Lancashire

PostPosted: Thu May 16, 2013 8:28 pm    Post subject: Reply with quote

Thanks for the welcome. I'm looking forwards to getting this on the road.
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1953 Citroen Traction
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1957 Austin A55 Mk 1
Boring Tucson SUV
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Rick
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PostPosted: Thu May 16, 2013 9:02 pm    Post subject: Reply with quote

Look forward to following progress, and possibly seeing it one day at a "do" somewhere. It's interesting to compare it to mine, being a lot later, there are so many detail differences. I'd be interested to see a picture of the engine pre-heater, I've something like that on mine - I'd assumed it was someone's aftermarket fitment, but maybe it was either fitted from new, or a Volvo option?

RJ
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norustplease



Joined: 11 Apr 2011
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Location: Lancashire

PostPosted: Fri May 17, 2013 8:51 pm    Post subject: Reply with quote

I think that it is a Volvo accessory. I don't seem to have the mains lead for mine and wonder whether it is 240 volt.
I had an Amazon many years ago with something similar.
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1953 Citroen Traction
1964 Volvo PV544
1957 Austin A55 Mk 1
Boring Tucson SUV
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Rick
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PostPosted: Fri May 17, 2013 10:51 pm    Post subject: Reply with quote

norustplease wrote:
I think that it is a Volvo accessory. I don't seem to have the mains lead for mine and wonder whether it is 240 volt.
I had an Amazon many years ago with something similar.


Mine has two pipes plumbed into what looks like the rear core plug, I'll get a photo if I think on

RJ
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norustplease



Joined: 11 Apr 2011
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Location: Lancashire

PostPosted: Fri Jun 14, 2013 7:55 pm    Post subject: Progress Reply with quote

Some progress at last with the car.

Firstly, my initial attempt to register the car as a historic vehicle fell upon stony ground, due, as DVLA stated rather imperiously, to a lack of sufficient information to date the car as a historic. Slightly barmy as responses go in that this model went out of production in around 1958...but no matter. I asked VEC (Volvo Enthusiasts Club) if they could help out and Kevin Price has just emailed me to say that he has confirmation from Volvo, that the car is a March 1953 build. So thanks to both Kevin and Volvo for a speedy response, and as soon as I get his paperwork through, I will be back to DVLA again.

In terms of work on the car, after some pondering, poking and prodding and ordering of new parts, I finally got properly stuck in about a week ago. I removed the carburettor and air cleaner, cleaned and painted the latter and dismantled the carburettor. There were a couple of missing gaskets, and, although I toyed with idea of reassembly with gasket compiound, I decided to do the right thing and ordered a repair kit....which has to come from either Sweden (at enormous cost) or from the US (at less cost but much more slowly).
Next came the cooling system. I detached the somewhat moth eaten top hose from the radiator, and immediately found water streaming out of at least one large leak lower down in the core.
I removed the rad and took it round to a local repairer, who pressure tested and pronounced that the core matrix was like a sieve, Odd that it had held water for all these years, but I agreed to a recore with a more modern core pattern.
Whilst this went on, I also decided to see if I could release the brakes that had jammed on and were making movement of the car very hard work indeed.
Both front brakes were seized, brake shoes requiring relining and the self adjusters a good soaking in something to free them off as well.
The hub/drum assembly came off reasonably easily with a heavy duty puller and bearings look in good nick. Hydraulics I dismantled and threw away, they having corroded into solid lumps and I have for the moment reassembled the hubs and empty drums, which makes pushing the car around an easier exercise now.

In terms of body corrosion, the news is quite good thus far. I have one small hole in one of the chassis members right at the front, but probing with a screwdriver suggests that this is very local and a patch about 50mm square should tidy that up. Brittle underseal comes off in sheets and reveals either surface rust or red paint at the moment. No doubt there will be more, and I have ordered a small repair panel for the offside rear quarter at its bottom corner, where there is clearly a need for some remedials.
With the exception of the carb kit, I have now received several shipments of parts, an exhaust system, a set of wheel and master cylinders and flexible hoses, for the brakes, new cooling system hoses, spark plugs, a petrol pump overhaul kit, etc. The radiator came back looking smart and clean in a coat of black paint and has been refitted with the hoses and next on my list is the exhaust, with a view to being able to run the engine as soon as the carburettor is up and running.

I have also cleaned down and painted the insides of the engine bay, with an inital coat.

The PV is currently in a workshop a few miles from home, which is good in some respects because it is good and large and dry, but I can't work evenings there, which is frustrating, and I frequently get so far with something and then find that I lack that last washer or piece of wire, that I would be able to turn up if at home, but which effectively ends work for the day whilst here.
My plan, therefore, is to get the Volvo swapped with one of the cars from home later next week, which will be a transporter job, but will at least mean that I can use the (hopefully) warm evenings over the next three or four months.


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1953 Citroen Traction
1964 Volvo PV544
1957 Austin A55 Mk 1
Boring Tucson SUV


Last edited by norustplease on Fri Jun 14, 2013 8:03 pm; edited 1 time in total
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Rick
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PostPosted: Fri Jun 14, 2013 7:58 pm    Post subject: Reply with quote

Yup it's a good feeling when boxes of brand new goodies land on the doorstep isn't it Smile I found a website in Portugal selling a number of PVs, I wonder if there's any mileage in hunting for parts out there, hmmm.

Look forward to following your progress.

RJ
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gillberry



Joined: 27 Nov 2007
Posts: 702
Location: Norwich

PostPosted: Fri Jun 14, 2013 9:06 pm    Post subject: Reply with quote

Lovely looking car with loads of promise . Very Happy
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norustplease



Joined: 11 Apr 2011
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Location: Lancashire

PostPosted: Thu Jun 20, 2013 12:19 am    Post subject: Some minor changes of Plan Reply with quote

My original intention was to recommission the car mechanically and then tackle the body work. However a couple of things have caused me to review that as a sequence of working.

Firstly, I have rebuilt a car before, in this location, ten miles or so from home, and although the journey is straightforward, there is quite a time penalty, evenings are a no no, and so work is confined to weekends and occasional days off. My last project took twice as long as originally envisaged, as a result. As per my previous entry, It was always my plan to swap the car for one of the the ones living in the garage at hiome, further down the line, however, I have now decided to bring this forward and move it now.

Secondly, it appears that parts to refurbish the B4B’s Carter carburettor are going to be quite hard to find and since I have decided to play safe and remove the engine before tilting to renovate the undersides,(existing engine mounting rubbers are very dodgy) then I might as well put the B16B engine that I also have, back in. Apart from it being a more suitable engine for a daily driver due to its higher power output, spares are more readily available and it has SU carbs. I may keep the 3 Speed box, however. Checking with the original owner of the engine, the electrics to this are 12v, which also means a swap from the original 6v.
So, I have arranged to have the Volvo swapped with my Morris 10, which is presently sat at home in the garage, and this happens on Friday, all being well. I can then give the Volvo a good scrub down and get properly stuck in. The Morris is fully roadworthy and I can use its new home as a base to explore a little further afield, north of Preston, without the hassle of having to drive through all of the traffic in the town. Longer term, of course, I shall probably sell it on.

With all of this in mind, I decided on Saturday to drain the existing fuel system down, knowing that the old petrol therein would be hopeless to run the car, and with a view to eventually taking out the tank whilst any welding takes place.

After a bit of a struggle getting a syphon tube down the filler pipe, which appears to be baffled, probably to prevent precisely this, and after a bit of constructive contemplation, I removed the spare wheel to expose the fuel gauge sender, sat in the top of the tank. Mercifully there were no corroded or jammed screws, and the whole thing came out quite easily, leaving me with somewhere to insert the pickup to my syphon pump.

As I suspected, there were a couple of gallons of rusty orange fuel of indeterminate vintage that were sucked up into my old steel jerry can, and then peering through the hole into the empty tank suggested fairly clean tank interior.

I then tried the screws around the flange of the tank and all are free, so the next job is to disconnect the filler and carburettor feed, and take it out. However,I am working on the theory that there is no point in stripping out any more parts until the car has moved and so left it at that. Hopefully this will prove not to be too arduous a job when I start in earnest again, after the move.

Finally, the VEC letter came ,with confirmation of the build date, and I now have to get that under DVLA’s nose, in the hope of sorting out its UK registration. Looks like a busy few weeks coming up.


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1953 Citroen Traction
1964 Volvo PV544
1957 Austin A55 Mk 1
Boring Tucson SUV
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PostPosted: Thu Jun 20, 2013 7:13 am    Post subject: Reply with quote

Are you able to register it yet, or do you have to wait until it's MOTd? I've a vague recollection that it has to be that way around, although things could have changed since the MOT requirement for pre-60 cars was altered. I'd be interested to know.

RJ
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D4B



Joined: 28 Dec 2010
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PostPosted: Thu Jun 20, 2013 8:21 am    Post subject: Reply with quote

When I registered my imported '61 Peugeot van, I had to insure it on the chassis number,
MOT it on the chassis number, then I was able to apply with DVLA for a UK reg number.
On approval they sent a new MOT certificate with new reg number and then of course tax (exempt) disc.
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PostPosted: Thu Jun 20, 2013 8:44 am    Post subject: Reply with quote

D4B wrote:
When I registered my imported '61 Peugeot van, I had to insure it on the chassis number,
MOT it on the chassis number, then I was able to apply with DVLA for a UK reg number.
On approval they sent a new MOT certificate with new reg number and then of course tax (exempt) disc.


Yes that sounds right, I went through this last year with the Dodge tourer.

RJ
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PostPosted: Thu Jun 20, 2013 10:58 am    Post subject: Reply with quote

You'll have to look out for a red version of the toy 444 I added to the site today (http://www.oldclassiccar.co.uk/combiplay-car.htm) Smile

RJ
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norustplease



Joined: 11 Apr 2011
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PostPosted: Fri Jun 28, 2013 11:15 pm    Post subject: Reply with quote

Rick wrote:
Are you able to register it yet, or do you have to wait until it's MOTd? I've a vague recollection that it has to be that way around, although things could have changed since the MOT requirement for pre-60 cars was altered. I'd be interested to know.

RJ


The process for this car should be that I can register it now, since it has insurance based on the chassis number and is technically a historic and pre 1960 vehicle and hence is MOT and VED free. DVLA are reluctant to grant historic status to a vehicle without definitive proof of its build date, and the only way of obtaining this is via a certificate or letter, either from the manufacturer, if they are still around, or the owners club or other recognised expert.

If the vehicle is not MOT exempt, then yes, it would be necessary to MOT it on the chassis number and then apply in the normal way. I have started the process now, but really have no intention of attempting to put the car on the road until I have been through it from stem to stern and am satisfied that it is roadworthy, although in theory, under the current system, it might have been possible to spend a few pounds recommissioning and then driving it as it stands.

Anyway, back to the car in question.

The Volvo duly arrived on a trailer at my home on last Friday morning, and I drove the Morris over to take its place. Nothing ever being straightforward of course, when I came to switch on again to manoeuvre the Morris into its corner, it promptly objected to its exile by frying its ignition switch! A quick exit and a battery disconnection and we shoved it the last ten metres. I will need a return visit to see exactly what has happened behind the dashboard.

Work has started on the Volvo straight away. First job was to remove the mangled front bumper and look at the irons. The bolts were corroded solid and a combination of heat and angle grinder was required. Both irons will require some surgery prior to reuse, but I will wait until the time comes to refit the bumper before spending any time on them, so as to get everything straight and level.

Next off was the grille, which proved after a peremptory clean up to be in very good nick indeed and just needed a little Kurust on the reverse face of the thick surround. I then removed the nearside wheel to look at the small hole in the box section front end and the rather mangled end of the front skirt that had been buckled when the iron was bent, in whatever shunt the car was subject to when its bumper was twisted (Actually looks more like it has been hooked over something at one end and pulled out of shape, rather than being subject to impact as such).

The hole was a mystery, being in an otherwise very solid member. A poke around revealed a large rubber gromet inside the box section and I therefore deduce that this is an 'intentional' hole, previously sealed with said grommet, that has enlarged itself as a result of entrapped moisture. I have welded in new metal to infill and will probably drill a smaller hole to allow the injection of some cavity wax when welding generally is finished.

For the front skirt, after a few minutes probing, I manufactured a new end with a fabricated return flange and welded it into place. The photo shows it after grinding back and with an initial skim of filler. It isn't terribly visible being hidden by the bumper, but the reapir is solid and will be presentable. Next effort will be to remove the rest of the underseal in the wheelarch and weld up a (hopefully) small split at the very bottom of the bulkhead.


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1953 Citroen Traction
1964 Volvo PV544
1957 Austin A55 Mk 1
Boring Tucson SUV
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