The Volvo 122S Amazon Story

Origins

The Volvo 122 Amazon emerged from necessity. In the early 1950s, the PV444 was becoming dated. Volvo needed a larger car to compete internationally and meet America’s growing appetite for imports. The name “Amazon” came from a legendary Greek warrior race, a reference to strength. (The name was only used in Scandinavia; elsewhere it was sold simply as the 122S due to trademark issues with Kreidler motorcycles in Germany.)

Design objectives were clear: more space than the PV444, proper four-door practicality, modern styling for export markets, and absolute structural integrity. This was Volvo establishing itself as a serious manufacturer.

Development and Design

The Amazon was penned by Jan Wilsgaard at Volvo’s in-house design studio, with input from Italian designer Pietro Frua. Wilsgaard would go on to shape Volvo’s design language for decades. The result was clean, contemporary “transatlantic” styling, American proportions with European restraint. Three-box sedan architecture. Proper pillars. Glass area that felt generous without being fragile.

Under the skin, the 122 shared its basic mechanicals with the PV444, the B16 1.6-litre four-cylinder (later upgraded to the B18 and B20 engines), live rear axle, recirculating-ball steering. What set it apart was the structure. Volvo’s engineers built a rigid, heavily reinforced unibody with safety in mind from the start. Front crumple zones, strong passenger cell, progressive deformation, concepts most manufacturers ignored in the late 1950s.

Diagonal safety belts came standard from 1959 (invented by Volvo engineer Nils Bohlin). The Amazon was among the first production cars anywhere to offer three-point belts. That alone tells you where Volvo’s priorities lay.

The B18 engine (1.8L, around 75-90 hp depending on spec) was simple, torquey, and near-indestructible. Twin SU carburettors on the sportier models. Four-speed manual with an electric overdrive option (Laycock de Normanville). Later cars got the M40 or M41 four-speed boxes. Automatics were available but uncommon.

Suspension was coil springs all round, independent front (wishbones), live axle rear with trailing arms and Panhard rod. It wasn’t sophisticated, but it was tough and predictable. Handling was steady, steering slow by modern standards but accurate enough. Brakes were drums initially, then front discs from 1965.

Production

Production ran from 1956 to 1970, an exceptionally long run for a single platform. Over 667,000 Amazons were built across two-door, four-door, and estate (wagon) body styles. The wagon, introduced in 1962, became particularly beloved.

Key variants:

• 122S (1958-1970): Standard saloon, 1.8L B18 engine
• 121 (Sweden only): 1.6L B16 engine, lower spec
• 123GT (1966-1968): Twin-carb B18B engine, ~115 hp, front disc brakes, revised suspension. The performance version. Produced in limited numbers (~30,000 units), it’s now the most collectible Amazon.
• 220 Series (wagons): 221 (two-door wagon), 222 (four-door wagon). These were commercial successes and are now highly sought after.

Annual updates were incremental: improved brakes, revised dashboards, better electrics, more sound deadening. The 1968 model year saw a switch to the B20 engine in some markets (2.0L, more torque). Late cars had revised rear lights and minor trim changes.

Production ended in 1970 to make way for the 140 series, which was essentially an enlarged, modernised Amazon underneath.

In Australia

The Amazon arrived in Australia in the early 1960s via official Volvo importers. It was marketed as a tough, sensible alternative to British and American cars, solid, reliable, safe. Australia’s rough roads and harsh climate suited the Amazon’s rugged construction. The wagon in particular found favour with rural and suburban families.

Local significance was modest at first. Volvos were niche, respected but not common. However, the Amazon laid the groundwork for Volvo’s reputation in Australia: safety-first engineering, longevity, and a certain understated practicality. Those who bought them tended to keep them.

Prices were mid-range, not cheap, but good value compared to larger American sedans. Parts support was reasonable through Volvo Australia, though rural owners often improvised.

Club culture around the Amazon in Australia today is strong. The Volvo 1800/120 Club of Victoria and similar groups in other states are active and well-organised. These clubs run regular events, maintain parts networks, and share technical knowledge. Members include original owners, restorers, and younger enthusiasts drawn to the car’s clean lines and mechanical simplicity.

The Amazon community is practical and collegial, less about concours polish, more about keeping these cars on the road and using them. Parts availability is reasonable for common items (brakes, suspension, engine components), though body panels and trim can be difficult. Specialist suppliers in Europe (Sweden, Germany) are often the best source.

Legacy

The Amazon matters because it proved Volvo could build a modern, internationally viable car. It established the brand’s identity: safe, durable, practical, and honest. The 140, 240, and every Volvo sedan since owes something to the 122.

Collector status is solid and rising. Good examples, especially 123GTs and wagons, command strong money in Europe and Australia. Rust is the enemy. Check sills, floor pans, rear wheelarches, door bottoms, and around the windscreen. If the structure is sound, everything else can be fixed.

Values have climbed steadily over the past decade. A clean, sorted 122S or wagon is now a $20,000-$40,000 car in Australia, depending on condition. GTs fetch more. Rough cars are still affordable but restoration costs add up fast.

The Amazon is one of those cars that rewards use. It’s simple enough for a competent home mechanic, parts are available, and there’s a knowledgeable community to support you. Drive it, maintain it, enjoy it. It was built to last.

Ask me how I know.