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Volvo Photo Locations Part 146

2014 – 1964 Volvo PV444 (Photograpy by Simon Halenius)

2014 – 1964 Volvo PV444 (Photograpy by Simon Halenius)

2014 – 1964 Volvo PV444 (Photograpy by Simon Halenius)

2014 – Kungl. Tennishallen on Lidingövägen in Stockholm (Google Streetview)

2014 – Kungl. Tennishallen on Lidingövägen in Stockholm (Google Streetview)

Kungliga tennishallen is a tennis venue in at the Lidingövägen in Stockholm, Sweden. The stadium was built in 1943 and has a capacity of 5,000.

Kungliga tennishallen, now a hard-court surface, remains the venue for the Stockholm Open tournament. In 1975 the venue was the host of the year end Masters tennis tournament.

1980 – Björn Borg in front of the Kungliga Tennishallen (Scanpix)

“Kungl. Tennis Hall is one of Sweden’s most remarkable sports buildings, erected in the middle of the second world war. The hall had costed 3 million swedish krones to build and was completed in October in 1943.
 
The project could be realized thanks to the strong support, not only from the King, but also from a number of contemporary prime contractors with Marcus Wallenberg at the top. The first year, it cost 8 crowns to play an hour of tennis. This was considered to be very expensive. Did you also have lighting on the track this additional cost 3 crowns.
New Madison Square Garden
Although the tennis course, been the main hall’s attraction, so have a number of other indoor activities occurred over the years. Kungl. Tennis Hall worked for many years as the capital’s own Madison Square Garden. For years, professional boxing and international concerts very frequently occurring in the plant.

Olle Tandberg, Ingo and Bosse Högberg in boxing, Sonja Heine in ice dancing and Louis Armstrong, the Beatles and the Rolling Stones in music are just a few examples of great sports stars and artists who have shown up for the Swedish audience in the Royal. Tennis Hall.
 
In recent years, KLTK members and the board worked to develop and adapt the club and the hallway to the 2000s. A new membership structure has been introduced, and over 120 million have been invested in the plant to meet the future and our own high standards to the Royal. Tennis Hall will be one of the world’s top tennis facilities, in terms of indoor tennis, perhaps the world’s finest.

In 2014, the Volvo PV444 celebrates its 70th birthday by revisiting the place in Stockholm again.

In 1943 the plans for the post-war period were now well under way. The new small car, which had been named the PV444 was due to be introduced in the autumn of 1944. Even at this stage Volvo knew that the car would be unique as it combined American design with European size. The latter proved to be a highly successful combination. It was also decided that the PV444 would have a 4-cylinder engine and rear-wheel drive.

During the spring of 1944 more prototypes were built. The design of the body was strongly influenced by American trends and there was no question that the unitised body, made entirely of steel, was going to make an impression on the Swedish market.

The engine, a short stroke 4-cyinder version was extremely economical on petrol and developed 40 bhp. It was known as the B4B and was the smallest engine Volvo had developed as well as being the first overhead valve engine. The gearbox was a three-speed in which the top two gears were synchronised.

The car was also equipped with a world’s first in safety; the laminated windscreen.

On September 1, 1944 the PV444 was given its first showing at the large Volvo exhibition in Stockholm where it aroused tremendous interest. 150 000 visitors came to see the 10-day exhibition.

The day before the exhibition opened, the price of the PV444 was announced – SEK 4 800. A highly attractive price – the same as the first Volvo car, the OV4 17 years earlier.

During the exhibition and the days that followed 2 300 contracts were signed. Interest in the PV444 was so great that people were prepared to pay double and and more for contracts with an early delivery date. Even so, it would be 1947 before deliveries of the PV444 began.

More information at en.wikipedia.org, www.volvomuseum.com, ifstockholmopen.se and www.kltk.se.

Great photograpy for Volvo Cars (and Klassiker) by Simon Halenius!

2014 and 1927 – Kungsportavenyen in Göteborg with the first Volvo ÖV4 Jakob.

( View full version in new window )

Volvo Photo Locations Part 145

1995 – Volvo V40 2.0T at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

1998 – Volvo S90 at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2009 – Volvo S80 T6 AWD at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2009 – Volvo S80 T6 AWD at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2009 – Volvo S80 T6 AWD at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2009 – Volvo S80 T6 AWD at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2008 – Volvo S60 at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2008 – Volvo S60 at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2015 – Volvo XC60 at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2015 – Volvo V40 at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2015 – Volvo V40 at Kviberg Kaserner on Nedre Kaserngården in Göteborg, Sweden 🇸🇪.

2014 – Kviberg Kasern – Nedre Kaserngården in Göteborg (Google Streetview)

Kvibergs Kaserner is a greater barracks building in the area Kviberg in Göteborg. They are listed buildings under the Heritage Conservation Act since 1 January 1996.

The whole environment has a large military, both historically and architecturally value. The central parts of Kvibergs Kaserner was declared in 1971, as a national monument and a few buildings in the area’s outer part is a part of the Göteborg urban conservation programs.

Kvibergs Kaserner and associated buildings have been around Higabs stocks since 1996.

The buildings in the photos were once part of the Kvibergs Kaserner.

On October 1, 1895 was inaugurated Kvibergs Kaserner and Göta Artilleriregemente moved there.

In 1890 bought the Kronan Kvibergs Landeri and Erik Josephsson, architect at the Kungliga Arméförvaltningens defense department Kvibergs Kasernetablissement, later called Kvibergs Kaserner. The facility was built in 1892-1895 and the builder was FO Peterson & Sons Ltd.

The buildings were designed in period style that was inspired by Gothic and medieval castles architecture. All buildings have facades of red brick and black plate on the ceilings.

The houses are generally symmetrically arranged and originally covered including office building, barracks, drill hall, dining room, winter stables, summer stables and riding arena. The buildings were grouped around a lower and an upper barrack-yard and a rear barrack yard to the north.

In conjunction with the move to Kviberg, the regiment was reorganized into a training regiment for field artillery.

Gradually expanded facility. 1903-05 added new stables in the north. The officers’ mess was built in 1912 and a hospital in 1921. Sickness stables were built in 1931 and the same year moved the regiment their storage premises in Kronhuskvarteret to the newly built “arsenal” at Kviberg.

The regiment remained on Kviberg untill 1962 when it was laid down and was replaced by Gota Air Defence Regiment, Lv6. When Lv6 moved to Halmstad in 1994, a century of military era in Kviberg was over.

The whole environment has a large military, both historically and architecturally value. 1971 was declared the core area of ​​Kvibergs Barracks as a national monument and individual buildings in the area’s outer part is a part of Göteborg’s conservation programs.

Today Kviberg area focusing on sports, club activities and culture and houses a variety of businesses.

Regimental Museum Kvibergs museum is also in the field.

More information at sv.wikipedia.org, www.higab.se and kvibergskantin.se.

Three of Pehr G Gyllenhammar’s own official Volvo cars are now on display at the Volvo Museum in Göteborg.

PG Gyllenhammar with his red Volvo 850 in 1991

1991 – Volvo 850 GLT with Volvo chairman Pehr G. Gyllenhammar at Volvohallen on Gunnar Engellaus väg on Hisingen in Göteborg, Sweden 🇸🇪.

1981 – Volvo 262C with Volvo chairman Pehr G. Gyllenhammar at Volvo Car Corporate Headquarters on Gunnar Engellaus väg on Hisingen in Göteborg, Sweden 🇸🇪.

2015 – Volvo XC90 pulling the Volvo 262C (1981) previosly owned by Pehr G Gyllenhammar at Måsholmen near Arendals Strandpromenad on Hisingen in Göteborg.

The new Volvo XC90 and a Volvo 262C from 1981. The Volvo 262C was specially commissioned by Pehr G Gyllenhammar, CEO and President of Volvo from 1971 until 1993. The charismatic head of Volvo wanted his cars to be red and, although this was not a standard colour for Volvo cars, he naturally got his wish. Even the lavish leather interiors are red. Today, the car belongs to the Volvo Museum.

They are painted in the same colour red and featuring a custom-made red interior, the cars reflect the personality of one of Sweden’s foremost industry leaders, Pehr G Gyllenhammar, who led Volvo as its President, CEO, and Chairman for over 20 years from 1971 until 1993.

The low profile that many of today’s industrial leaders seek to maintain, often for security reasons, was of no interest to Gyllenhammar. In the late 1970s and for much of the 1980s, his custom-built official cars were painted in a bright red not seen on any other Volvo vehicle. “I wanted a colour that was cheeky, provocative, and that had nerve,” says PG Gyllenhammar. Even the interiors are red and were custom made by Volvo Cars’ own saddlery in Torslanda. This red colour was also mirrored in the bag of jelly raspberries from Webes, which could always be found in the driver’s door compartment!

The three cars displayed at Volvo Museum are:

Volvo 244 Turbo from 1979

This car’s engine was also specially ordered as it would not be until a year later, in the autumn of 1980, that the 240 Series would come with a turbocharged engine in the form of the B21ET. Its 155hp output enabled the car to go from 0-100 km/h in about 9 seconds with a top speed of 195 km/h.

The red, plush fabric interior also features details such as a hint of red on the knob of the gear stick. A turbo pressure gauge is fitted directly to the upper section of the instrument panel as no production console had yet been developed. A typical Ericsson telephone of the time represents the crowning glory.

Volvo 262 Coupé from 1981

The 262 C was Volvo’s most spectacular model from 1977 to 1981 with only 6,622 examples produced. It was designed by Bertone in Italy, who also built the car for Volvo. The exclusive wood detailing of Pehr G Gyllenhammar’s car is combined with the red, pleated leather of the seats.

The original V6 engine of Volvo’s 260 Series does not feature under the bonnet of this particular model, rather the four-cylinder turbo that he clearly became attached to in his 244. Nevertheless, the 262 was upgraded to include higher compression, an L-shaped camshaft, intercooler, and a modified exhaust system. The engine has a total output of 180hp.

Volvo 780 from 1985

On 28 April of that year Pehr G Gyllenhammar celebrated his 50th birthday. To mark the occasion, the company presented him with Volvo’s biggest launch of the year – the 780. It had been announced only a few weeks earlier at the Geneva Motor Show. Once again, it was the Italian designer Carozzeria Bertone who was entrusted to develop Volvo’s flagship model.

Both the engine and the red leather interior followed previous trends. Despite still being four cylinders, the engine in Gyllenhammar’s car featured the new full pressure turbo B230 FT engine with a 165hp output, two years before its release on the Swedish market.

Thanks to Volvo Museum for the information on the cars.

The three concept cars that Volvo presented during the last 9 months were last week for the first time on display in Sweden. Upplands Motor, my Volvo dealer, celebrated their 50-years anniversary with these models in their showroom on May 17 and 18. For me the possibility to take a look (and make a little road trip).

The Volvo Concept Coupé – the next-generation P1800

Presented on Aug 29, 2013 at Frankfurt Motor Show.

“The Volvo Concept Coupé is no futuristic dream car. It is designed to demonstrate the capability of our new architecture: the confident stance, the proportions and the most prominent design signatures. Even though the all-new XC90 is an entirely different type of car, you will recognise the connection instantly when it is revealed next year,” says Thomas Ingenlath.

“The new Volvo Concept Coupé reveals how we could shape our cars from now on. Free from the superficial surface excitement of other car brands, we add emotional value to the Volvo brand with the calm, confident beauty that is the hallmark of Scandinavian design,” says Thomas Ingenlath.

“It is a car designer’s duty to reflect and incorporate design signatures that are vital parts of the company’s heritage. The P1800 is an iconic Volvo, renowned for its beautiful forms and detailing. However, using elements from the P1800 exterior and interior has nothing to do with being retro. We are using these subtle links to a glorious past to create a future where sheer beauty becomes a recognised part of Volvo’s identity. That journey starts with Concept Coupé,” says Thomas Ingenlath.

Volvo Concept XC Coupé

Presented on Jan 08, 2014 at Detroit Motor Show.

“Those who love gravity sports freely seek new thrills and challenges. To ensure that they make it back in one piece, they prefer high-performance equipment that offers the ultimate sense of freedom and protection,” says Thomas Ingenlath, Senior Vice President Design of Volvo Car Group.

“The Volvo Concept XC Coupé is perfectly in tune with this active lifestyle. Its capability and protection is cleverly integrated into the sophisticated looks. Concept XC Coupé is ready and willing to bring you into the adventure zone and back,” he adds.

“Several orange details and exterior graphics in combination with bold use of matte rubber mouldings, which cover the rear end of the car, add to the highly functional expression of the design,” says Thomas Ingenlath.

“Both concept cars show how we can shape our cars from now on. We add emotional value to the Volvo brand with the calm, confident beauty that is the hallmark of Scandinavian design,” says Thomas Ingenlath.

“With the Volvo Concept XC Coupé, we take this unique blend of capable ruggedness and expressive elegance up to a new, sportier attitude,” says Thomas Ingenlath.

Volvo Concept Estate

Presented on Feb 27, 2014 at Geneva Motor Show.

“The 1800-models are iconic Volvos, renowned for their beautiful forms and detailing. However, using elements from their exterior and interior has nothing to do with being retro. We are using these subtle links to a glorious past to create a future in which sheer beauty becomes a recognised part of Volvo’s identity,” says Thomas Ingenlath.

The generous dash to axle ratio, low bonnet, sleek silhouette and the glass roof all contribute to the impression of a dynamic, yet capable three-door sports wagon. The contrast between the deep, dark brown pear colour and the bright five-spoke, 21-inch wheels contributes to the modern, cool aura.

Just like the recent Concept Coupé and the Concept XC Coupé, the face of the Volvo Concept Estate is characterised by a new topography on the bonnet and the ‘floating’ grille, flanked by headlights featuring new T-shaped DRL light guides. The rear light signature is another distinctive element in Volvo Cars’ new design direction.

Refined, handcrafted details, such as an instrument panel covered by thick, naturally tanned saddle leather from Tärnsjö, inlays made of waxed, naturally aged wood and machined copper details, also emphasise the exclusive Swedish atmosphere inside Concept Estate.

“The interior is exceptionally vivid. Yet the glass roof and seats covered by light, soft Bridge of Weir leather help to retain that bright and cosy feeling that is the hallmark of a Swedish living room. A place that makes you feel so comfortable that you are reluctant to leave,” says Robin Page.

Volvo’s Partner Suppliers in the creation of the Concept Coupé, Concept XC Coupé and Concept Estate:

Tires: Pirelli
Wheels: Uniwheels
Leather: Bridge of Weir
Exterior paint: Axalta Coating Systems
Carpet: Kasthall
Gear shift: Kongsberg
Gear shift glass: Orrefors
Exterior light: Valeo
Belts: Autoliv
Interior ambient light: 3M

More High Resolution Photos available in my Picasa Album.

1985 FIA Formula One
Round 11 – Dutch Grand Prix
Zandvoort, 23-25 August, 1985

With Lauda having announced his retirement at the preceding Austrian Grand Prix, Zandvoort was buzzing with speculation about the driver market.

(Report by Tom Prankerd & photography by Guido Fijen)

Rosberg had already signed up for the McLaren seat, while Williams signing Piquet as his replacement was reportedly a done deal, and rumours also connected Elio de Angelis and/or Riccardo Patrese to Brabham, Warwick due to replace de Angelis at Lotus, de Cesaris to join Ferrari and Cheever to drive for Toleman.

In the meantime, though, there was the minor matter of the 1985 championship. Truth be told, while Prost and Alboreto were level on points, the battle seemed set to fizzle – after a mixed first half of the season, McLaren were beginning to look more like the dominant outfit they had been in 1984, while Ferrari seemed to be losing direction badly.

Tyrrell finally had the resources to run Renault-engined cars for both Brundle and Bellof, and they reverted to their usual race numbers accordingly.

Martin Brundle with Tyrrell-Renault 014

Once again, rain rendered the second official practice session useless as far as grid positions were concerned, these being settled on the dry Friday afternoon. This meant Piquet took his first pole position of the season, nearly six tenths of a second faster than Rosberg.

Nelson Piquet with Brabham-BMW BT54

Nelson Piquet with Gordon Murray

Prost and Senna filled the second row, with fine showings from Fabi and Tambay completing the top six. Mansell, Boutsen, Surer and Lauda took the rest of the top 10 places, but Ferrari’s malaise continued, as Alboreto was well back in 16th, with Johansson 17th – both behind Ghinzani’s second Toleman.

Andrea de Cesaris with Ligier-Renault JS25

Andrea De Cesaris

Immediately behind the Ferraris was de Cesaris, who had been told by Guy Ligier that this would be his last race for the French team.

Kenny Acheson with RAM-Hart and Eddie Cheever with Alfa Romeo 185T

Once again there would be a single non-qualifier, and this time it was Acheson’s RAM. The Ulsterman had been forced to share a car with Alliot in the dry session, and thus missed the grid by just over a second – much to the Dutch crowd’s joy, as the man he would have been most likely to oust was local hero Huub Rothengatter.

Huub Rothengatter with Osella-Alfa Romeo FA1G

McLaren’s Ron Dennis once again refused to sign John Macdonald’s petition to allow all 27 cars to start.

Nelson Piquet with Brabham-BMW BT54

Most were happy that raceday was dry – indeed, Goodyear had been very concerned, as Zandvoort’s surface had been wearing their wet tyres at an astonishing rate on Saturday, which would have meant five or six stops for each runner; the American company hadn’t brought that many wet tyres to Holland. While still breezy, at least it was sunny. One man who wasn’t happy was Patrick Tambay, who after his fine qualifying performance would have to start from the pitlane when a misfire prevented him getting onto the dummy grid in time.

Thierry Boutsen with Arrows-BMW A8

At the start itself, both Piquet and Boutsen stalled; the Brazilian needed a push from the marshals while the Belgian managed to roll enough to get going. Once more it was Rosberg and Senna who leapt away, with Prost and Fabi in close attendance and Surer next up in the second Brabham, with Lauda and Warwick behind him. Fabi got past Prost into the first corner, while Rosberg was really going for it and pulling away from the following trio, who had Lauda bearing down on them having disposed of Surer.

Keke Rosberg with Williams-Honda FW10

Further back, both Alfa Romeos retired on the second lap with blown turbochargers, while Martini destroyed his Minardi in a big off. Rosberg was beginning to pull out a lead at a rate of around a second a lap, while Prost was back past the upstart Fabi (soon to be followed by the charging Lauda) and closing on Senna’s second place Lotus. Johansson had charged up to 11th, only for his engine to blow on the tenth lap. Alboreto was now in 9th, suspension revisions used in the warm-up had substantially improved the handling. However, he would soon be caught by the charging Tambay.

Michele Alboreto with Ferrari 156

Stefan Johansson with Ferrari 156

As the McLarens pushed Senna so Rosberg’s lead began to disappear, closing to four seconds by lap 13 as the soft tyres on the Williams began to fade. Prost and Lauda would both pass Senna on lap 15 when the Lotus’ engine briefly cut out, while Mansell was 6th in the second Williams, but unable to do much about Fabi and also coming under pressure from Warwick. The Toleman would soon disappear when faulty rear wheel bearings sent Fabi sliding over the kerbs, damaging the underside and ending his race.

Nigel Mansell with Williams-Honda FW10

Alain Prost with McLaren-TAG MP4-2b

Prost was now pressing Rosberg hard, while there was a slight gap to Lauda, the Austrian having to deflect the attentions of a recovering Senna. Then on lap 21 Rosberg’s Honda let go, letting Prost into the lead, while Lauda headed into the pits, deciding to get his necessary stop out of the way early on. This left Prost in the lead, with a lead of just under five seconds over Senna, with the Renaults of Warwick and Tambay in 3rd and 4th – the French team’s best showing of 1985 – Mansell 5th and Alboreto 6th.

Nigel Mansell with Williams-Honda FW10

The Renault cars didn’t last much longer – Tambay’s storming race coming to an end with apparent transmission failure on lap 33, and five laps later Warwick was out with a broken gearbox.

Derek Warwick with Renault RE60

However, many thought the French team were running on half tanks to put on a good showing and convince top brass to allow the racing team to continue into 1986. Combined with Senna and Mansell pitting, this elevated Alboreto to 2nd, but Lauda was now in 3rd having got past Surer and looking dangerous. The big question was when Prost was going to stop, as his main rivals Lauda and Senna had made their only scheduled stops and were now making up places on fresh rubber.

Ayrton Senna with Lotus-Renault (seen here during tyre tests)

Alboreto’s stint in 2nd came to its’ inevitable end when he stopped for tyres on lap 32, dropping him behind Mansell. Prost followed a lap later, with a 25 second lead. His stop wasn’t good at all, allowing Lauda and Senna through into first and second, about ten seconds ahead of the Frenchman. Prost soon began attacking, while Alboreto was also recovering and was soon past Surer for 5th and setting off after de Angelis. Senna meanwhile was trying to lap Brundle, but his old Formula 3 sparring partner perhaps wasn’t as helpful as he could have been, allowing Prost to close right up on the Lotus.

Ayrton Senna with Lotus-Renault

Senna fought off Prost’s first attempt at Tarzan, but at the end of lap 47 Prost was alongside and past on the straight, before reducing the ten-second gap to Lauda. He closed so that by lap 62 he was right on Lauda’s tail. There was no thought of the Austrian giving way as Prost tried everything to get past, including going wide onto the grass at one point, with Lauda using every bit of his experience to keep his team-mate behind.

Alain Prost with McLaren-TAG MP4-2b

Niki Lauda with McLaren-TAG MP4-2b

By the last lap Prost was crawling all over the Austrian, but Lauda knew just where to put his car, and came home to score his 25th victory (level with Jim Clark, and just two behind the all-time record held by Jackie Stewart) by just over two-tenths of a season after a fabulous duel.

Niki Lauda with McLaren-TAG MP4-2b

There was a similar battle in the closing laps between Senna and Alboreto, the Brazilian just about fending off the Williams. Surer had disappeared with an exhaust problem which had got steadily worse, leaving de Angelis 5th, Mansell 6th, Brundle 7th and Piquet – further delayed by a long tyre stop – was a disappointed 8th. Berger was the only other finisher, though Huub Rothengatter was still driving around in front of his delighted public, despite losing a dozen laps in the pits.

Credits
Race report by Tom Prankerd of A Second A Lap – Stories from Grand Prix History and Photography by Guido during tyre test, training and at race of the Dutch Grand Prix at Zandvoort.

More photos…

Volvo Photo Locations Part 144

1976 – Volvo 245 Hearse at Glöstorpskyrkan on Tuve Torg in Tuve on Hisingen, Göteborg, Sweden 🇸🇪.

1976 – Volvo 245 Hearse at Glöstorpskyrkan on Tuve Torg in Tuve on Hisingen, Göteborg, Sweden 🇸🇪.

1976 – Volvo 245 Hearse at Glöstorpskyrkan on Tuve Torg in Tuve on Hisingen, Göteborg, Sweden 🇸🇪.

2014 – Glöstorpskyrkan on Tuve Torg on Hisingen, Göteborg (Wikimedia)

2014 – Glöstorpskyrkan on Tuve Torg on Hisingen, Göteborg (Wikimedia)

Glöstorpskyrkan is a church building in Glöstorp in northern Hisingen in Göteborg. It is the parish church in Tuve-Sävedalens parish. The curch is located at Tuve Torg.

The church with a parish hall was built in 1976 according to plans by architect Voldemārs Vasilis. On September 5, 1976 the church was consecrated by Bishop Bertil Gärtner. The building has a concrete frame and exterior walls are spray plastered. The roof is covered with sheets of metal. At the northeast corner of the building a clock tower with bells cast in Ystad.

More information at www.svenskakyrkan.se and sv.wikipedia.org.

International Volvo Photo Locations Part 151

2018 – Volvo V60 T6 R-Design at C F Møllers Allé and Ørestads Blvd in Ørestad Copenhagen Denmark 🇩🇰

2019 – Ørestads Blvd near C F Møllers Allé (Google Streetview)

2015 – Volvo S60 L Twin Engine on Ørestad Bloulevard in Copenhagen 🇩🇰

2014 – Volvo V40 on Ørestad Bloulevard in Copenhagen 🇩🇰

2014 – Ørestad Bloulevard 61-75 in Copenhagen – Denmark (Google Streetview)

2014 – Ørestad Boulevard 61-75 in Copenhagen – Denmark (Google Streetview)

Ørestad Boulevard is a central street in Ørestad area in Copenhagen, Denmark.

Ørestad is a developing city area in Copenhagen, Denmark, on the island of Amager. It is expected that 20,000 people will live in Ørestad, 20,000 will study, and 80,000 people will be employed in the area. The area is being developed using the new town concept with the Copenhagen Metro as the primary public transport grid, connecting the area with the rest of Metropolitan Copenhagen.

Ørestad is noted for its attractive location and excellent infrastructure, which apart from the metro includes Oresund Railway and the Copenhagen Airport as well as the Øresund Bridge close by. The regional Oresundtrains go to Copenhagen Airport in 6 minutes, to Copenhagen Central Station in 7 minutes, and in 29 minutes to the Central Station in Malmö, Sweden’s third largest city. Ørestad has once been referred to as “the largest crossroads in Scandinavia”.

Ørestad is divided into four districts: Ørestad Nord, Amager Fælled kvarteret, Ørestad City and Ørestad Syd. Among the most notable institutions located in Ørestad are the DR Village, the headquarters of the national Danish broadcaster DR, Copenhagen Concert Hall designed by Jean Nouvel, Field’s, the largest shopping mall in Denmark, and Bella Center, the largest exhibition and conference center in Scandinavia, with Bella Sky Hotel, the largest hotel in Scandinavia.

The main arterial road from the north to the south is Ørestads Boulevard which runs along the southern part of the Copenhagen Metro line M1. The Øresund motorway E20 and the Øresund railway cuts through Ørestad, separating the two districts Ørestad City and Ørestad Syd. To the east the airport and the fixed railway and motorway link to Malmö can be reached within few minutes.

Ørestad Station is the main railway station in the area and is served by regional as well as inter-city trains on the Øresund Line. Copenhagen Airport can be reached in five minutes and Copenhagen Central Station can be reached in seven minutes. It offers interchange with the Copenhagen Metro line M1, serving the rest of Ørestad as well as an alternative link to Copenhagen City Centre. The metro has six stops in Ørestad: Islands Brygge and DR Byen in the Ørestad Nord district, Sundby in the Amager Fælled district, Bella Center and Ørestad in the Ørestad City district and Vestamager in the Ørestad Syd district.

In addition, bus lines serve the Faculty of Humanities of the University, Bella Center, Ørestad City and Ørestad Syd. Bus stops in Ørestad City are along Ørestads Boulevard.

More information on www.orestad.dk, welldesignedandbuilt.com and en.wikipedia.org.

Volvo Photo Locations Part 143

1965 – Volvo P1800

1965 – Volvo P1800

1965 – Volvo P1800

2014 – Villa at Amundö in Brottkärr, Hovås south of Göteborg (Residence)

2014 – Villa at Amundö in Brottkärr, Hovås south of Göteborg (Residence)

2014 – Villa at Amundö in Brottkärr, Hovås south of Göteborg (Residence)

2014 – Thomas-Ingenlath, Head of Design at Volvo Cars (Wallpaper)

‘Villa at Amundön’ is a house designed by the famous Swedish architect Gert Wingårdh from Wingårdh Arkitektkontor in Brottkärr, Hovås south of Göteborg in Sweden. Special in its proximity to the water,
the design utilizes the conditions of the site to incorporate the surrounding landscape
into the interior as well as the experience of the approach.

The steep gradient of the plot makes the entrance almost invisible.
The driveway speaks of a big house, but the discreet door in the wall gives no hint of what is on the inside. The view is also concealed by the wall and the rocks. Indoors not only the house but also the sea view is opened up.

2014 – Villa at Amundö in Brottkärr, Hovås south of Göteborg (Residence)

Looking straight ahead, the room plunges down into a deep, narrow staircase commanding a view of the bay
through a glazed section seven metres high.
An hourglass which has its counterpart in the residential floor symmetrically opening up round the axis of the staircase.
The rooms are tied together by the terrace outside, which in turn is linked to the water beneath by the pool on the central axis.

2014 – Villa at Amundö in Brottkärr, Hovås south of Göteborg (Wingardhs.se)

Gert Wingårdh (born 1951) is a Swedish architect whose company, Wingårdh arkitektkontor, maintains an international practice.

Gert Wingårdh started as a Postmodernist in the 1980s, as one of the architects who broke away from the strong Functionalist (International style) norm that held sway over Scandinavia longer than in other countries.

He is known to pick up new trends in architecture quickly and interpret them with a personal expressive language which integrates the surrounding landscapes into the projects: “His buildings do not stubbornly adhere to one style but are a response to the task in hand and the surrounding environmental conditions. Swedens [sic] rich tradition of building with wood and a strong ecological awareness are combined with high tech expertise”.

Wingårdh has himself described his architecture as ”high organic”, combining high tech with organic architecture. He has also been described as a ”maximalist” rather than a ”minimalist”, his buildings being ”a kind of modern baroque”. He has shown influences from and kinship with such different architects as Frank Lloyd Wright, Hans Scharoun, Carlo Scarpa, Frank Gehry and Peter Zumthor. Another paradoxical description states that his buildings are both ”playful” and ”strict”.

A feature of Wingårdh’s is to surprise the visitors of the buildings—keeping the entrance of a building low and then ”heighten the sense of space and drama when entering the main rooms”.[20] He also has a good knowledge of details as well as an understanding of intricate building structures which requires good knowledge of sociological processes and human behaviour.

Wallpaper* and Volvo have come together to take you deep into the heart of the Swedish design story. A serie of four short films present a visual journey through the Sweden best architecture, design and visual culture, as well as the very best of Volvo, past, present and future.

Read more at http://www.wallpaper.com/

More information at www.wallpaper.com, www.residence.seen.wikipedia.org, www.wingardhs.se and www.designboom.com.

International Volvo Photo Locations Part 150

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1969 – Volvo GTZ Zagato at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1970 – Volvo GTZ 3000 at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1970 – Volvo GTZ 3000 at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1970 – Volvo GTZ 3000 at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

1970 – Volvo GTZ 3000 at the Zagato Factory on Via Arese in Terrazzano Rho, Italy 🇮🇹

2014 – Zagato Factory at Via Arese 30, Terrazzano di Rho north of Milano in Italy (Google Streetview from Austrada dei Laghi)

2014 – Zagato Factory at Via Arese 30, Terrazzano di Rho north of Milano in Italy (Google Streetview)

Zagato is an independent coachbuilding company and total design center located northwest of Milan in the Terrazzano frazione of Rho, Lombardy, Italy.

1970 – Zagato Factory at Via Arese 30, Terrazzano di Rho.

The Zagato factory have produced two prototypes for Volvo, in 1969 a Volvo GTZ (2+2 Coupé) based on a Volvo 142S and in 1970 a Volvo GTZ 3000 (2+2 Coupé) based on a Volvo 164.

1969 – Volvo GTZ Zagato

Volvo relentlessly worked on establishing a foothold outside of its native Sweden in the 1960s by building cars that were safe, solid and reliable. Motauto, the company’s Bologna-based Italian importer, wanted Volvo to take a different approach to selling cars abroad and fight head-to-head against well-established sports car manufacturers like Alfa Romeo and Lancia.

1969 – Volvo GTZ Zagato

The idea of a sports car wasn’t a taboo at Volvo and the P1800 posted encouraging sales figures in Europe and in the United States. However, the company’s top brass preferred to allocate resources to developing Volvo’s lineup of family cars rather than expanding its sports car portfolio.

To prove its point, Motauto commissioned an Italian coachbuilder named Fissore to design an evolution of the P1800 in time for the 1965 Turin Motor Show. The car wasn’t drastically different from the regular-production P1800 but it featured a Ford Mustang-like fastback body, an air vent on the C-pillar and rectangular rear windows. Volvo was not interested in the car because the P1800 sold well and there was no immediate need to develop an off-shoot of it.

Motauto had a hard time accepting Volvo’s decision. Sports cars were not exactly hot items in Sweden at the time but they were near the zenith of their popularity in the Italy and all Volvo had to offer was the aging P1800. The importer tired to influence Volvo’s product lineup again in 1969 when it commissioned Zagato to design a brand new sports car that could replace the P1800 when needed. Called GTZ, the car was unveiled on the Zagato stand at the 1969 edition of the Turin Motor Show.

1969 – Volvo 2000 GTZ

1969 – Volvo 2000 GTZ

The GTZ took the form of an attractive, well-proportioned 2+2 coupe that shared styling cues such as a gaping two-piece radiator grille and a large glass surface with the Alfa Romeo Junior Z that was presented at the same event. The GTZ was powered by an evolution of the 140-series’ 2.0-liter four-cylinder engine (B20 in Volvo-speak) fitted with two double-barrel Solex carburetors.

Period reports indicate the GTZ was sold on the show floor in Turin. Volvo remained uninterested in building the coupe but executives hinted they might reconsider the matter if it was fitted with something other than the 2.0-liter.

1970 – Volvo GTZ 3000 Zagato

1970 – Volvo GTZ 3000 Zagato

1970 – Volvo GTZ 3000 Zagato

Motauto asked Zagato to quickly design a new coupe using a 164 chassis and a 3.0-liter straight-six engine. Dubbed GTZ 3000, the car debuted at the 1970 edition of the Geneva Motor Show.

An article written by Swedish historian Jan O. Hoegmark indicates the GTZ 3000 was shorter, wider and considerably lower than a 164 and it weighed nearly 300 pounds (135 kilos) less thanks to a wide array of weight-saving measures. The engine was tuned to churn out about 190 horsepower, enough to send the coupe to a top speed of 124 mph (200 km/h).

Visually, the GTZ 3000 was an unmistakable evolution of the aforementioned GTZ. It was designed with the help of a wind tunnel so it was more aerodynamic than its predecessor and it was equipped with recessed headlights covered by metal panels that popped up, a solution similar to the one found later on the Alfa Romeo Montreal. A rectangular radiator grille provided a visual connection between the GTZ 3000 and the 164.

1970 – Volvo GTZ 3000 Zagato at Villa Arconati on Via Madonna Fametta in Bollate, Italy 🇮🇹

1970 – Volvo GTZ 3000 Zagato at Villa Arconati on Via Madonna Fametta in Bollate, Italy 🇮🇹

1970 – Volvo GTZ 3000 Zagato at Villa Arconati on Via Madonna Fametta in Bollate, Italy 🇮🇹

1970 – Volvo GTZ 3000 Zagato at Villa Arconati on Via Madonna Fametta in Bollate, Italy 🇮🇹

The GTZ 3000 received a favorable response from the show-going public in Geneva but Volvo turned down the project for the third time. Motauto returned to Bologna disappointed and finally gave up on convincing the automaker to expand its lineup of sports cars.

Certain sources claim 50 examples of the GTZ 3000 were built but Volvo adamantly believes only a single unit ever existed. It was sold to a private buyer after the Geneva show and used as a regular driver in Italy until it was parked following a bad accident. A Swedish collector purchased the GTZ 3000 several decades later and pictures published on an Alfa Romeo forum in 2008 indicate the coupe is still in pieces waiting to be restored in Sweden.

(Source: Alfa Romeo forum)

Today, we know that the Volvo 3000 GTZ is undergoing restoration and rebuilding by Bert Svensson from AluCars in Hällestad near Finspång, Sweden since 1998.

The fate of the original 140-series-based GTZ is a bit more enigmatic. As mentioned earlier, it was sold on the show floor to an unidentified buyer and the car appears to have simply vanished today.

(Source: A look at the Zagato-designed Volvo GTZ and GTZ 3000, Posted on February 19, 2014 by RONAN GLON)

More information on www.zagato.it, hagerty.com and ranwhenparked.net.