1950 Volkswagen Beetle 1100 Deluxe

Sold for $27,500 at 2006 Gooding & Company. Heinz Nordhoff, the head of Volkswagen at the time, had always intended a cabriolet version of the Beetle to be produced. He did not feel that the best place to create the cabrio was at the factory but rather to outsource the work to talented coachbuilders. He turned to Wilhelm Karmann and his company's Osnabruck factory. They had been building custom bodies since the mid-18th century with their first creations being applied to carriages and wagons. In 1901 they created their first body for a car. Karmann was given factory approval to produce the Cabriolet version of the Beetle, known as the Type 15. The first example was created in June of 1949 and was one of a thousand that was created for Volkswagen to satisfy their initial order. Within a short period of time, even more were ordered. This 1950 Volkswagen Beetle Cabriolet was offered for sale at the 2006 Gooding & Company Auction held in Pebble Beach, Ca. It was offered without reserve and estimated to sell between $40,000-$50,000. It is equipped with a 1311-cc flat-four cylinder engine that can produce 25 horsepower. It has a four-speed manual gearbox with a dry-plate clutch and four-wheel drum brakes. It was constructed during the first year of official production and believed to have been built in July of 1950. In 1994 the car was treated to restoration that brought it back to original condition. It has color combination L19 which is Atlantic Green main body paint with L11 Pastel Green side color. The Green canvas top is color code V3. At auction the car was sold for $27,500. By Daniel Vaughan Hebmuller 14A Cabriolet Coachwork: Hebmuller Joseph Hebmuller started building horse-drawn coaches in 1889. In 1919 his four sons succeeded the father and began doing custom coachwork for cars. After World War II, the company created new bodies for Volkswagen Beetles. Some 700 were produced before a fire destroyed the company's facilities. Hebmuller would not return to business until 1952 and on a smaller scale. Meanwhile, production of re-bodied Volkswagens shifted to Karmann, which already was building convertibles for VW and for 1956 added the Karmann-Ghia. This 1950 Hebmuller 14A Cabriolet was restored in the mid-1990s to the car's original specifications. Source: Internet

1949 Volkswagen Beetle

Convertible Sedan Coachwork: Hebmuller Chassis Num: 1-0132694 Engine Num: 1-0163723 The owner of this early Volkswagen Beetle Convertible spent 10 years locating original parts and researching the history of this car for its restoration. The green and cream over Cognac car has not been shown for three years, but prior to that it appeared at the Art Center and the Quail, and it has been featured in Auto Aficionado magazine. As a 1949 model, this car is representative of the initial output of Volkswagen's revitalizing Wolfsburg factory after the war, when the capture facility restarted, initially under British Army control. Source: Internet

1943 Volkswagen KdF-Wagen

This car is the oldest known Beetle in the United States and the 5th-oldest known Beetle in existence. All 600 Beetles made during the war were delivered to high-ranking military and party officers. This car was delivered to Kanzlei des Fuhrers (Hitler's personal chancellery) in Berlin. The 'KdF' in KdF-Wagen stands for Kraft durch Freude - 'strength through joy.' The town where the Beetle factory was built was named KdF-Stadt, now known as Wolfsburg and remains the home of Volkswagen today. This black over salt-and-pepper car was restored in 1999. The Beetle is perhaps the best-selling car of all-time. Truly, a recognizable shape that has stood the test of time. The vehicle is still being produced in Mexico, continuing the long-time running record. Adolf Hitler was searching for a people's car that was capable of transporting three children and two adults at speeds of sixty miles-per-hour. The car was to be inexpensive, costing the same as a motorcycle. Ferdinand Porsche was commissioned to produce such a vehicle. There are many theories as to where the designs originated from. Some believe Hitler designed the vehicle. Some theorize that it was Joseph Ganz's 1920 design that was the true inspiration for the Beetle design. Porsche had created designs for the Mercedes-Benz 170H, which played into the design of the Beetle. Inspiration for the Beetle had been drawn from the Tatra vehicles, mainly the T97, that had been designed by Hans Ledwinka. Due to the similarities, Tatra launched a lawsuit which never really materialized due to Germany invading Czechoslovakia. The lawsuit was later re-opened after World War II and Volkswagen was forced to pay Tatra 3,000,000 Deutsche Marks. This left Volkswagen with little money for development of new Beetle models. The Volkswagen Beetle first came on the scene in 1947, but they were known by a different name. KdF, short for Kraft durch Freude meaning 'power by joy', was designated to these small, gas-friendly vehicles. In English, the name Beetle was used. In German, they were known as Kafer, and in French they were called Coccinelle. These little bundles of joy featured mechanical drum brakes and a gearbox void of synchromesh. In 1949 the Volkswagen logo was placed on the rims. The engine was expanded to 1131 cc and was capable of producing 25 horsepower. The models that were produced after October of 1949 could be started without a 'starting crank'. Two convertible options were offered by Volkswagen in 1949. The two-seater design, designated 14A, was penned by Josef Hebmuller. The four-seater Type 15 version was designed and produced by Karmann of Osnabruck. The four-seater was vastly more popular and stayed in production for 30 years. The 14A was stylish and attractive, with the major shortcoming being a fire that destroyed the factory where they were being produced. The two-seaters featured a rear deck nearly identical to the front hood. The strength of the car, lost by removing the roof, was amplified by a stronger windshield frame and dual Z-section girders located under the floor. In 1953, the last of the Hebmuller rolled off the assembly line, after only 696 examples were produced. In a time when practicality ruled over style, the four-seater cabriolet was king. The Karmann company had a long history of designing and building cars. In business since 1901, was familiar with assembly line production, benefits and features of different types of metals, and the styles of multiple markets. The mechanical, cable-driven brakes were replaced with hydraulic brakes in 1950. During the 1950's the Beetle saw exterior and interior improvements. 1951 saw the addition of arm-rests which were discontinued just a few months later. In 1952, 2nd-4th gears became synchronized. The dashboard was redesigned with a glove compartment. In 1955, the bumper was improved and electrical direction-indicators were installed. A second tail-pipe was added. The front seats became wider and could be moved to three different seat-back adjustable positions. In 1956, the tires became tubeless. Near the end of '56, side view mirrors became standard on all Beetle models. In 1957 the front window was increased by 17 percent while the rear window received a 95 percent increase. A new dashboard, rear view mirror, radio, and a speaker appeared. The turn signals would now turn-off automatically. Up to this point, a roller pedal had been used to initiate acceleration. This was the year that the gas pedal replaced the roller pedal. In 1958, ivory disc wheels were offered. In 1960, an engine capable of producing 34 horsepower was offered. The speedometer was increased from 74 mph to 87 mph. A windshield-wiper washer system became available. The front directional light was changed from white to amber. A gas gauge was added in July of 1961. In 1963, the seats were changed from wool upholstery to synthetic. The VW emblem located on the hubcap was no longer painted. The safety of the vehicle was once-again enhanced with the enlargement directional lights. There were minor changes in 1964. The windows did, however, become larger. In 1965, the front axle was improved. The ongoing saga of incremental improvements received another chapter - A defroster vent was added to the center of the dashboard. The Beetle continued to be sold in the United States until 1978 with the convertible version was sold until early 1980. Sales continued in Europe until 1985. Developing countries, such as Mexico, have been developing the Beetle since 1964 and the vehicles have remained in production since that time. By Daniel Vaughan Source: Internet

The 1957 Volkswagen Beetle received tubeless tires for the first time. The horizontally opposed, overhead-valve four-cylinder air-cooled engine had a light alloy block and finned cylinders. It displaced 72.7 cubic-inches and produced 36 SAE horsepower. They had a four-speed manual transmission, worm and nut steering, and hydraulic drums at all four corners. Another new addition to the Beetle was the adjustable striker on each door. The front heater outlets were moved toward the rear which was done to improve heat distribution. The Volkswagen Beetle was available as a 2-door sedan, 2-door sedan with a sunroof, or as a convertible sedan. Pricing ranged from $1500 - $2000. By Daniel Vaughan Source: Internet

The Volkswagen Beetle

The Beetle is perhaps the best-selling car of all-time. Truly, a recognizable shape that has stood the test of time. The vehicle is still being produced in Mexico, continuing the long-time running record. Adolf Hitler was searching for a people's car that was capable of transporting three children and two adults at speeds of sixty miles-per-hour. The car was to be inexpensive, costing the same as a motorcycle. Ferdinand Porsche was commissioned to produce such a vehicle. There are many theories as to where the designs originated from. Some believe Hitler designed the vehicle. Some theorize that it was Joseph Ganz's 1920 design that was the true inspiration for the Beetle design. Porsche had created designs for the Mercedes-Benz 170H, which played into the design of the Beetle. Inspiration for the Beetle had been drawn from the Tatra vehicles, mainly the T97, that had been designed by Hans Ledwinka. Due to the similarities, Tatra launched a lawsuit which never really materialized due to Germany invading Czechoslovakia. The lawsuit was later re-opened after World War II and Volkswagen was forced to pay Tatra 3,000,000 Deutsche Marks. This left Volkswagen with little money for development of new Beetle models. The Volkswagen Beetle first came on the scene in 1947, but they were known by a different name. KdF, short for Kraft durch Freude meaning 'power by joy', was designated to these small, gas-friendly vehicles. In English, the name Beetle was used. In German, they were known as Kafer, and in French they were called Coccinelle. These little bundles of joy featured mechanical drum brakes and a gearbox void of synchromesh. In 1949 the Volkswagen logo was placed on the rims. The engine was expanded to 1131 cc and was capable of producing 25 horsepower. The models that were produced after October of 1949 could be started without a 'starting crank'. Two convertible options were offered by Volkswagen in 1949. The two-seater design, designated 14A, was penned by Josef Hebmuller. The four-seater Type 15 version was designed and produced by Karmann of Osnabruck. The four-seater was vastly more popular and stayed in production for 30 years. The 14A was stylish and attractive, with the major shortcoming being a fire that destroyed the factory where they were being produced. The two-seaters featured a rear deck nearly identical to the front hood. The strength of the car, lost by removing the roof, was amplified by a stronger windshield frame and dual Z-section girders located under the floor. In 1953, the last of the Hebmuller rolled off the assembly line, after only 696 examples were produced. In a time when practicality ruled over style, the four-seater cabriolet was king. The Karmann company had a long history of designing and building cars. In business since 1901, was familiar with assembly line production, benefits and features of different types of metals, and the styles of multiple markets. The mechanical, cable-driven brakes were replaced with hydraulic brakes in 1950. During the 1950's the Beetle saw exterior and interior improvements. 1951 saw the addition of arm-rests which were discontinued just a few months later. In 1952, 2nd-4th gears became synchronized. The dashboard was redesigned with a glove compartment. In 1955, the bumper was improved and electrical direction-indicators were installed. A second tail-pipe was added. The front seats became wider and could be moved to three different seat-back adjustable positions. In 1956, the tires became tubeless. Near the end of '56, side view mirrors became standard on all Beetle models. In 1957 the front window was increased by 17 percent while the rear window received a 95 percent increase. A new dashboard, rear view mirror, radio, and a speaker appeared. The turn signals would now turn-off automatically. Up to this point, a roller pedal had been used to initiate acceleration. This was the year that the gas pedal replaced the roller pedal. In 1958, ivory disc wheels were offered. In 1960, an engine capable of producing 34 horsepower was offered. The speedometer was increased from 74 mph to 87 mph. A windshield-wiper washer system became available. The front directional light was changed from white to amber. A gas gauge was added in July of 1961. In 1963, the seats were changed from wool upholstery to synthetic. The VW emblem located on the hubcap was no longer painted. The safety of the vehicle was once-again enhanced with the enlargement directional lights. There were minor changes in 1964. The windows did, however, become larger. In 1965, the front axle was improved. The ongoing saga of incremental improvements received another chapter - A defroster vent was added to the center of the dashboard. The Beetle continued to be sold in the United States until 1978 with the convertible version was sold until early 1980. Sales continued in Europe until 1985. Developing countries, such as Mexico, have been developing the Beetle since 1964 and the vehicles have remained in production since that time. By Daniel Vaughan Source: Internet

VW Microbus

Just after World War II, Volkswagen introduced the Microbus. Ben Pon, a Dutch Volkswagen Importer, sketched a design which ultimately led to the Microbus. His vision for these vehicles were inspired by motorized trolleys and he envisioned a vehicle that was basically a box on wheels built atop of the Beetle chassis. When Heinz Nordhoff became chief executive a year later he completed the design and put it into production. At the 1949 Geneva Motor Show the VW Microbus was displayed to the public. By 1950 there were ten Microbuses produced a day. Over its entire production lifespan of nearly four decades, the design was virtually unchanged. There were over five million examples produced. The vehicle provided its occupants with roomy transportation for eight. With the engine mounted in the back, the driver was undisturbed by the noise it produced. Offered at a low cost, the vehicles were a bargain. The Transporter, also known as the Type 2, was introduced in 1950 and was based on the Beetle floorpan. These were popular both with commercial businesses and personal recreation. From 1951 through 1958 around 1000 examples of the Volkswagen Camper were built by the Wesfalia Company. This model was replaced in 1958 by the Sonderausfuhrungen, commonly known as 'SO'. The VW Campers provided seating for eight and storage space for luggage. The seats could be removed which would provided additional room for hauling larger items. This 1952 Volkswagen 'Barndoor' Westfalia Camper was found in the basement of the Westfalia museum when daimler Chrysler acquired Wesfalia in recent years. It is a one-off creation and believed to be one of only three early buses fitted with a camping box interior. The other two are still in the Westfalia Museum and were created in 1952. It has undergone a restoration since new and finished in Dove blue exterior and white bumpers. It has been shown only once, and that was at the London, England Volkswagen World Show in April of 2006. It is equipped with a rare interior 'kamper kit'. The 1952 Volkswagen 'Barndoor' Westfalia Camper was offered for sale at the 2006 RM Auction in Monterey, CA where it was offered without reserve and expected to sell between $70,000-$90,000. It is the oldest example of its kind in the world. Since it was offered without reserve, the vehicle was going to be sold regardless of the bid. Unfortunately, the top bid was $38,500 which means the seller was not as well accommodated but the buyer got a bargain. After World War II, Volkswagen has created a Van/Camper that has assumed many names and been produced in many markets for many markets. Names such as the Eurovan, Microbus, Westfalia Camper, Panel Van, Kombi, Samba, Pick-up, Westy, Multivan, Weekender, Splittie, 11-window, 13-window, 15-window,21-window, 23-window, Breadloaf, Bay-Window, Vanagon, VW Bus, Bully, and the list continues. During the years there has been much experimentation with this vehicle to include truck beds, campers, transporters, and more. This vehicle, in all its many facets, has had a sympathetic fallowing since its inception and has become a counterculture symbol for many generations. Its utilitarian shape has made it suitable for many scenarios and its low cost has made it economically viable. The Volkswagen Type 2 Van was introduced in 1950 and was the second production line of vehicles introduced by Volkswagen. The first model was the Type 1 Beetle. The idea for the Type 2 came from the Dutch VW importer named Ben Pon who created the designs in 1947. Many of the vehicles aerodynamic short-comings were resolved in a wind tunnel at the Technical University of Braunschweig. Three years later, the Type 2 began leaving the Wolfsburg factory. The Type 2 was produced from March 8th of 1950 through 2002 with many variations along the way. There were versions of the Type 2 constructed, such as the T1, T2, and T3, to name a few. This is where things get a little confusing. The Type 2 T1 was produced from 1950 through 1967 and was replaced by the Type 2 T2 which began produced in 1968 and continued in production until 1979. Production in Mexico continued in 1980 of the T2, and later in Brazil in 1996. Versions produced prior to 1971 are referred to as the T2a while those produced after 1972 are labeled T2b. The Type 2 T3 was introduced in 1979 and produced until 1991. There are many exceptions within these naming schemes with many alternate names. The Type 2 served many functions and could be purchased from the Volkswagen dealers as a refrigerated van, hearses, ambulances, police vans, fire engines and ladder trucks. Camping versions were available through Westfalia, the official name is Westfalia-werke Wieddndruck. Volkswagen commissioned Westfalia to construct Camper cars in the early 1950s and has remained in production until 2003. Other coachbuilders created camper versions of the Type 2 such as Dormobile, VW Riviera, and VW Sun-Dial. Westfalia Camper From 1951 through 1958, Westfalia created around 1000 Camper Box conversions. Following 1958, the SO models were introduced. SO was short for sonderausfuhrungen, meaning Special Model. Option packages were available on the SO models such as the SO-16, SO-23, SO-34, SO-35, SO-33, SO-42, SO-44 and SO-45. The SO-23 was produced from 1959 through 1961. The SO-34 and SO-35 were both available from 1961 through 1965. The SO-34 was a laminated white interior while the SO-35 was a finished wood interior. Standard Equipment for the Westaflia Campers included electrical hookups, curtains, screened Jalousie Windows, laminated folding table, birch plywood interior panels, ice box or cold-box, and laminated cabinetry. Some models even came equipped with a sink as standard equipment. Optional was a pop-up top, tent, side awnings, camping stove, child sleeping cot, camping equipment, and portable chemical toilet, to name a few. With many United States service man serving in Germany during the 1950 and 1960s, many were purchased and brought back to the United States. In 1968 the Bay Window models were introduced which replaced the split screen style. Type 2 T1 The Volkswagen Type 2 T1 was the first generation of the split window bus. It is commonly known as the Splittie, Barndoor, Kombi, Bus, and the Microbus. Production began in early March of 1950 and lasted until 1967. From 1950 through 1956 it was produced in Wolfsburg. After 1956 it was produced in Hanover. Versions created until 1955 were known as the T1a. These versions are often called the 'Barndoor' versions due to their large rear engine cover. The T1b were produced from 1955 through 1963. These versions had a smaller engine cover and smaller, 15-inch wheels. The T1c was introduced in 1963 and produced until 1967. These versions had a wider rear door. The standard bus had 11-windows. Deluxe models had 15-windows. The sunroof deluxe versions had eight skylight windows and is known as the 23-window. A 13-window and 21-window version were produced starting in 1963. The Type 2 T1 was powered by an air-cooled four-cylinder boxer engine mounted in the rear of the vehicle. This made engine noise and fumes nearly non-existent for the driver and front passenger. The 1.2-liter unit produced a modest 25 horsepower and was capable of carrying the Microbus at highway speeds. Getting up to speed took a while and going uphill was sometimes a challenge. In 1955 the engine was modified to produce 36 horsepower and later increased 40 horsepower in 1959. The 40 hp unit proved to be unreliable so the factory issued a recall and replaced them with another 40 hp versions. The T1 was produced in Germany until 1967. Brazil produced the T1 until 1975. The T1.5 was produced in Brazil from 1975 through 1996. Type 2 T2 The T2 was the second generation of the Type 2 and introduced in 1968 and stayed in production in Germany until 1979. Mexican began production of the T2 in 1980 and Brazil in 1996. Type 2 vehicles produced before 1971 are known as the T2a with those produced after 1972 called the T2b. The first visible change over the T1 was the removal of the split window in favor of a single piece of glass. This is the reason why the T2 is often called the Bay-window. The rear suspension was improved and the vehicles weight increased. To help carry this extra load, Volkswagen powered the T2 with a 1.6-liter engine which produced 48-DIN. In 1972, larger engines were available in 1.7-liter and 2.0-liter sizes. To accommodate these larger power-plants, the engine bag grew in size, as did the cooling air inlets. These larger engines are commonly known as the Type 4 engine. The Type 4 engine had been designed for the Type 4 automobiles. Since the Type 2 used the Type 1 (Beetle) engine, there is no Type 2 or Type 3 engine. The Type 4 engine still did not produce an overwhelming amount of power but they were good for lots of low-end torque. They were also remarkably reliable and robust in comparison to the Type 1. An automatic gearbox came available in 1973 but only with the Type 4 engine option. In 1974, the engine displacement of the Type 4 increased to 1.8-liter and produced 68-DIN. Horsepower in the 2.0-liter version increased in 1976 to 70-DIN. Type 2 T3 The third distinct generation of the Type 2 was the T3 which was built from 1979 to 1991. In Britain and Ireland, these vehicles were known as the T25. In the United States, these were often called the Vanagon. The T3 had the same length and height as its predecessor but increased in width by 12cm. Overall weight of the vehicle once again increased. The big changes in this vehicle were the ones unseen. Most of the mechanical components were all new, including the suspension. The rear door of the vehicle grew in size. Many changes were made to comply with increasing safety regulations such as increasing the front crash protection. The design changed as well, becoming more square in shape. Initially, the same engines used to power the T2 were used to power the T3. It was not until 1981 that a water-cooled diesel engine became available as optional equipment. Three years later, option water-cooled gasoline boxer versions were used to replace the air-cooled ones. The T25 was available with a 1.6- or 2.0-liter air-cooled engine. A 1.9-liter water-cooled engine in various power outputs soon replaced the prior versions. A 2.1-liter unit with fuel-injection was offered as optional equipment for part of the production lifespan of the T25. Diesel and turbo-diesel options were also used. The T3 Syncro was a full-time four-wheel-drive version of the T3. Power was sent to the front axle by a viscous coupling when required. Most US-spec vehicles were not outfitted with a front and rear pneumatically operated differential locks; most European versions did. T4 Eurovan The Eurovan was a big change in comparison to the vans produced in prior years. It had its engine mounted in the front; the first production front-engined van produced by Volkswagen. Some were sent to Winnebago Industries to be converted into Campers. Just as the Type 2, the Eurovan was offered in many different configurations such as the seven-passenger GLS, Weekender, Camper, high-roof panel van, and more. There were two-wheelbases available. With the engine mounted in the front, the TDI diesel engines with direct injection were able to be used to power the vehicle. This greatly increased the vehicles performance and put it on par with some other models available on the market. The T4 was produced from 1990 through the early 2000s when they were replaced by the T5. This was only one major change during the production lifespan of the T4 which occurred in 1994 when the front end was re-shaped. This changed allowed the VR6 six-cylinder engine to be mounted in the engine bay. This move greatly improved the vehicles performance. Those vehicles that were given this re-shaping were called the T4b with the versions retaining the original look being dubbed the T4a. T5 In 2003, the Volkswagen T5 Transporter entered the market, but is not available to North American consumers. Microbus Concept In 2001, Volkswagen introduced the Microbus Concept at the North American International Auto Show. It was designed by the VW design studio in California and featered a design similar to the early Microbus vehicles, but with its engine neatly fitted in the front. This Volkswagen was successful worldwide and reached cult status, especially in the USA, with the name Microbus. This design study redefines this cult with an up-to-date expression of personality and freedom. Production nearly commenced on the concept, but was halted due to cost problems. Source: Internet

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1973 Volkswagen Type 181 Thing

The Volkswagen Type 181 was designed as a forestry/military vehicle to be used in Europe, mainly the German Army. It was built in Europe from 1969 through 1971 after which, Mexico began producing the vehicle. In Mexico it was called 'Safari'. Pontiac had a station-wagon in the mid 1950's named 'Safari', so Volkswagen was unable to use that name in the US market. So the decision was made to label the vehicle, 'The Thing'. The Thing was a front engine, rear-wheel drive vehicle based loosly on the platform of the Beetle. With its four doors it appeared to be much larger than a Volkswagen Beetle, however, it was only a few inches wider and weighed about the same. A Volkswagen air-cooled, 1.6 liter flat-four provided 46 horsepower and 70 foot-pounds of torque. It was capable of achieving a top speed of around 70 miles per hour. In 1974, Volkswagen introduced the 'Acapulco' Thing. It was basically stock, had blue and white paint, running boards, a few trim changes, a Surry top and either a soft top or a hard top. 1974 Thing The doors were able to be removed; no tools were necessary. The top was convertible with a fiberglass hard top available as optional equipment. With a price tag of around $3,000, it was close to one-thousand dollars more than a Volkswagen Beetle; a high price to pay for a SUV with modest horsepower and no four-wheel drive. Its ultimate demise was its inability to meet U.S. governmnet crash test standards for 'passenger cars' in 1975. It was able to avoid those requirements by being classified as a 'Multi-Purpose Vehicle' in 1973 and 1974. In 1975 production ceased after about 25,000 examples were produced. Click Here for more images. Source: Internet

1952 Volkswagen Barndoor Westfalia Camper

Just after World War II, Volkswagen introduced the Microbus. Ben Pon, a Dutch Volkswagen Importer, sketched a design which ultimately led to the Microbus. His vision for these vehicles were inspired by motorized trolleys and he envisioned a vehicle that was basically a box on wheels built atop of the Beetle chassis. When Heinz Nordhoff became chief executive a year later he completed the design and put it into production. At the 1949 Geneva Motor Show the VW Microbus was displayed to the public. By 1950 there were ten Microbuses produced a day. Over its entire production lifespan of nearly four decades, the design was virtually unchanged. There were over five million examples produced. The vehicle provided its occupants with roomy transportation for eight. With the engine mounted in the back, the driver was undisturbed by the noise it produced. Offered at a low cost, the vehicles were a bargain. The Transporter, also known as the Type 2, was introduced in 1950 and was based on the Beetle floorpan. These were popular both with commercial businesses and personal recreation. From 1951 through 1958 around 1000 examples of the Volkswagen Camper were built by the Wesfalia Company. This model was replaced in 1958 by the Sonderausfuhrungen, commonly known as 'SO'. The VW Campers provided seating for eight and storage space for luggage. The seats could be removed which would provided additional room for hauling larger items. This 1952 Volkswagen 'Barndoor' Westfalia Camper was found in the basement of the Westfalia museum when daimler Chrysler acquired Wesfalia in recent years. It is a one-off creation and believed to be one of only three early buses fitted with a camping box interior. The other two are still in the Westfalia Museum and were created in 1952. It has undergone a restoration since new and finished in Dove blue exterior and white bumpers. It has been shown only once, and that was at the London, England Volkswagen World Show in April of 2006. It is equipped with a rare interior 'kamper kit'. The 1952 Volkswagen 'Barndoor' Westfalia Camper was offered for sale at the 2006 RM Auction in Monterey, CA where it was offered without reserve and expected to sell between $70,000-$90,000. It is the oldest example of its kind in the world. Since it was offered without reserve, the vehicle was going to be sold regardless of the bid. Unfortunately, the top bid was $38,500 which means the seller was not as well accommodated but the buyer got a bargain. After World War II, Volkswagen has created a Van/Camper that has assumed many names and been produced in many markets for many markets. Names such as the Eurovan, Microbus, Westfalia Camper, Panel Van, Kombi, Samba, Pick-up, Westy, Multivan, Weekender, Splittie, 11-window, 13-window, 15-window,21-window, 23-window, Breadloaf, Bay-Window, Vanagon, VW Bus, Bully, and the list continues. During the years there has been much experimentation with this vehicle to include truck beds, campers, transporters, and more. This vehicle, in all its many facets, has had a sympathetic fallowing since its inception and has become a counterculture symbol for many generations. Its utilitarian shape has made it suitable for many scenarios and its low cost has made it economically viable. The Volkswagen Type 2 Van was introduced in 1950 and was the second production line of vehicles introduced by Volkswagen. The first model was the Type 1 Beetle. The idea for the Type 2 came from the Dutch VW importer named Ben Pon who created the designs in 1947. Many of the vehicles aerodynamic short-comings were resolved in a wind tunnel at the Technical University of Braunschweig. Three years later, the Type 2 began leaving the Wolfsburg factory. The Type 2 was produced from March 8th of 1950 through 2002 with many variations along the way. There were versions of the Type 2 constructed, such as the T1, T2, and T3, to name a few. This is where things get a little confusing. The Type 2 T1 was produced from 1950 through 1967 and was replaced by the Type 2 T2 which began produced in 1968 and continued in production until 1979. Production in Mexico continued in 1980 of the T2, and later in Brazil in 1996. Versions produced prior to 1971 are referred to as the T2a while those produced after 1972 are labeled T2b. The Type 2 T3 was introduced in 1979 and produced until 1991. There are many exceptions within these naming schemes with many alternate names. The Type 2 served many functions and could be purchased from the Volkswagen dealers as a refrigerated van, hearses, ambulances, police vans, fire engines and ladder trucks. Camping versions were available through Westfalia, the official name is Westfalia-werke Wieddndruck. Volkswagen commissioned Westfalia to construct Camper cars in the early 1950s and has remained in production until 2003. Other coachbuilders created camper versions of the Type 2 such as Dormobile, VW Riviera, and VW Sun-Dial. Westfalia Camper From 1951 through 1958, Westfalia created around 1000 Camper Box conversions. Following 1958, the SO models were introduced. SO was short for sonderausfuhrungen, meaning Special Model. Option packages were available on the SO models such as the SO-16, SO-23, SO-34, SO-35, SO-33, SO-42, SO-44 and SO-45. The SO-23 was produced from 1959 through 1961. The SO-34 and SO-35 were both available from 1961 through 1965. The SO-34 was a laminated white interior while the SO-35 was a finished wood interior. Standard Equipment for the Westaflia Campers included electrical hookups, curtains, screened Jalousie Windows, laminated folding table, birch plywood interior panels, ice box or cold-box, and laminated cabinetry. Some models even came equipped with a sink as standard equipment. Optional was a pop-up top, tent, side awnings, camping stove, child sleeping cot, camping equipment, and portable chemical toilet, to name a few. With many United States service man serving in Germany during the 1950 and 1960s, many were purchased and brought back to the United States. In 1968 the Bay Window models were introduced which replaced the split screen style. Type 2 T1 The Volkswagen Type 2 T1 was the first generation of the split window bus. It is commonly known as the Splittie, Barndoor, Kombi, Bus, and the Microbus. Production began in early March of 1950 and lasted until 1967. From 1950 through 1956 it was produced in Wolfsburg. After 1956 it was produced in Hanover. Versions created until 1955 were known as the T1a. These versions are often called the 'Barndoor' versions due to their large rear engine cover. The T1b were produced from 1955 through 1963. These versions had a smaller engine cover and smaller, 15-inch wheels. The T1c was introduced in 1963 and produced until 1967. These versions had a wider rear door. The standard bus had 11-windows. Deluxe models had 15-windows. The sunroof deluxe versions had eight skylight windows and is known as the 23-window. A 13-window and 21-window version were produced starting in 1963. The Type 2 T1 was powered by an air-cooled four-cylinder boxer engine mounted in the rear of the vehicle. This made engine noise and fumes nearly non-existent for the driver and front passenger. The 1.2-liter unit produced a modest 25 horsepower and was capable of carrying the Microbus at highway speeds. Getting up to speed took a while and going uphill was sometimes a challenge. In 1955 the engine was modified to produce 36 horsepower and later increased 40 horsepower in 1959. The 40 hp unit proved to be unreliable so the factory issued a recall and replaced them with another 40 hp versions. The T1 was produced in Germany until 1967. Brazil produced the T1 until 1975. The T1.5 was produced in Brazil from 1975 through 1996. Type 2 T2 The T2 was the second generation of the Type 2 and introduced in 1968 and stayed in production in Germany until 1979. Mexican began production of the T2 in 1980 and Brazil in 1996. Type 2 vehicles produced before 1971 are known as the T2a with those produced after 1972 called the T2b. The first visible change over the T1 was the removal of the split window in favor of a single piece of glass. This is the reason why the T2 is often called the Bay-window. The rear suspension was improved and the vehicles weight increased. To help carry this extra load, Volkswagen powered the T2 with a 1.6-liter engine which produced 48-DIN. In 1972, larger engines were available in 1.7-liter and 2.0-liter sizes. To accommodate these larger power-plants, the engine bag grew in size, as did the cooling air inlets. These larger engines are commonly known as the Type 4 engine. The Type 4 engine had been designed for the Type 4 automobiles. Since the Type 2 used the Type 1 (Beetle) engine, there is no Type 2 or Type 3 engine. The Type 4 engine still did not produce an overwhelming amount of power but they were good for lots of low-end torque. They were also remarkably reliable and robust in comparison to the Type 1. An automatic gearbox came available in 1973 but only with the Type 4 engine option. In 1974, the engine displacement of the Type 4 increased to 1.8-liter and produced 68-DIN. Horsepower in the 2.0-liter version increased in 1976 to 70-DIN. Type 2 T3 The third distinct generation of the Type 2 was the T3 which was built from 1979 to 1991. In Britain and Ireland, these vehicles were known as the T25. In the United States, these were often called the Vanagon. The T3 had the same length and height as its predecessor but increased in width by 12cm. Overall weight of the vehicle once again increased. The big changes in this vehicle were the ones unseen. Most of the mechanical components were all new, including the suspension. The rear door of the vehicle grew in size. Many changes were made to comply with increasing safety regulations such as increasing the front crash protection. The design changed as well, becoming more square in shape. Initially, the same engines used to power the T2 were used to power the T3. It was not until 1981 that a water-cooled diesel engine became available as optional equipment. Three years later, option water-cooled gasoline boxer versions were used to replace the air-cooled ones. The T25 was available with a 1.6- or 2.0-liter air-cooled engine. A 1.9-liter water-cooled engine in various power outputs soon replaced the prior versions. A 2.1-liter unit with fuel-injection was offered as optional equipment for part of the production lifespan of the T25. Diesel and turbo-diesel options were also used. The T3 Syncro was a full-time four-wheel-drive version of the T3. Power was sent to the front axle by a viscous coupling when required. Most US-spec vehicles were not outfitted with a front and rear pneumatically operated differential locks; most European versions did. T4 Eurovan The Eurovan was a big change in comparison to the vans produced in prior years. It had its engine mounted in the front; the first production front-engined van produced by Volkswagen. Some were sent to Winnebago Industries to be converted into Campers. Just as the Type 2, the Eurovan was offered in many different configurations such as the seven-passenger GLS, Weekender, Camper, high-roof panel van, and more. There were two-wheelbases available. With the engine mounted in the front, the TDI diesel engines with direct injection were able to be used to power the vehicle. This greatly increased the vehicles performance and put it on par with some other models available on the market. The T4 was produced from 1990 through the early 2000s when they were replaced by the T5. This was only one major change during the production lifespan of the T4 which occurred in 1994 when the front end was re-shaped. This changed allowed the VR6 six-cylinder engine to be mounted in the engine bay. This move greatly improved the vehicles performance. Those vehicles that were given this re-shaping were called the T4b with the versions retaining the original look being dubbed the T4a. T5 In 2003, the Volkswagen T5 Transporter entered the market, but is not available to North American consumers. Microbus Concept In 2001, Volkswagen introduced the Microbus Concept at the North American International Auto Show. It was designed by the VW design studio in California and featered a design similar to the early Microbus vehicles, but with its engine neatly fitted in the front. This Volkswagen was successful worldwide and reached cult status, especially in the USA, with the name Microbus. This design study redefines this cult with an up-to-date expression of personality and freedom. Production nearly commenced on the concept, but was halted due to cost problems. Source: Internet

1961 Volkswagen Microbus

Nothing embodies the go-anywhere spirit of the Volkswagen better than the Volkswagen Microbus. While visiting the VW factory in 1947, Dutch car importer Ben Pon came up wîth the idea for the Bus as we know it today, but it wasn't until early 1948 that his concept was presented to the new general director, Heinrich Nordhoff, a couple of months after he took control of the factory from the British. Nordhoff possessed a strong will to make positive changes, 'not in a wild kind of optimism,' as he put it, 'but wîth the courage to do what has never been tried before, to take - whate the Americans call - a calculated risk.' This is exactly what he did. Officially launched on November 12, 1949, the Transporter line did not go on sale to the general public until March 1950. The most outstanding attribute of the Bus - other than its creation of a market where there was none before - is its construction. For a commercial vehicle to have both chassis and body welded together was a very advanced idea, especially during a time when the next best thing on the market was the Morris J-Type van and Citroen's Type H van, both oddly shaped and utilitarian at best. Throughout the 1950's and into the 1960's most major changes to the Transporter line were cosmetic: the addition of taller bumper overrides for the American-spec models, two brake lights instead of a single center light and - most significantly - in 1959, the 30 hp engine was upgraded to a 44 hp engine, somewhat improving acceleration. Source: Internet

1954 Volkswagen Kombi Model 211 Microbus

This 1954 Volkswagen Kombi Model 211 Microbus has a velvet green over mint and black exterior with a patterned interior. It was auctioned at the 2006 Christies Auction in Monterey, CA and expected to fetch between $30000-$40000. It was offered without reserve and at the conclusion of the bidding, the vehicle had found a new owner at just under that estimation, at $25850. This vehicle is equipped with a rear mounted horizontally opposed air-cooled, overhead valves 1192 cc engine. It produces an adequate 36 horsepower. Braking is provided by hydraulic drums all around. Just after World War II, Volkswagen introduced the Microbus. Ben Pon, a Dutch Volkswagen Importer, sketched a design which ultimately led to the Microbus. His vision for these vehicles were inspired by motorized trolleys and he envisioned a vehicle that was basically a box on wheels built atop of the Beetle chassis. When Heinz Nordhoff became chief executive a year later he completed the design and put it into production. At the 1949 Geneva Motor Show the VW Microbus was displayed to the public. By 1950 there were ten Microbuses produced a day. Over its entire production lifespan of nearly four decades, the design was virtually unchanged. There were over five million examples produced. The vehicle provided its occupants with roomy transportation for eight. With the engine mounted in the back, the driver was undisturbed by the noise it produced. Offered at a low cost, the vehicles were a bargain. In the United States during the sixties, the Microbus evolved into a cultural icon. The example shown was first purchased by Joseph Busiek of Palmdale, California in April of 1954. He held onto the vehicle until 1985 with the new purchaser undertaking a restoration. The car was again sold in 1994 and remained in their possession until 2006 when it was auctioned at the Exceptional Motor Cars Christies, Monterey Jet Center. This vehicle has been shown at many shows were it has earned many awards. It has been featured on the cover of the 1999 issue of Hot VW's. It has been invited to be displayed at the National Motor Museum where it has resided for five months in 2004. Source: Internet

1958 Volkswagen Karmann-Ghia

The Karmann Ghia had looks, though, and what the little German lacked in power and performance it made up for with an affable demeanor and delightfully low running costs. So while this spruced-up Bug might not have appealed to the more hardcore buyers of MGs, Triumphs, Alfas, and Morgans, the VW found itself plenty of friends and earned itself an impressive twenty-year production run. The name of the Volkswagen Karmann Ghia seems to give away much of the car's history. It was, of course, a Volkswagen and used standard Volkswagen mechanical bits. Karmann, a renowned German coachbuilder, fabricated its carefully constructed bodywork. Ghia, a prestigious Italian design house, penned its elegant shape. The story behind the car's development, though, was actually far more complicated than the easily-decoded nomenclature suggests. More specifically, the design of the Karmann Ghia remained for many years something of a mystery. Simply attributing the styling to Ghia would be inaccurate and unfair to the individuals responsible for the car's timeless contours. Several years before the Karmann Ghia's debut for 1955, Volkswagen had requested that Karmann design a sports car to be built over a Beetle chassis. Karmann developed several proposals, but all of these were rejected by Volkswagen. Luckily, Karmann head Wilhelm Karmann was friends with Ghia chief engineer and designer Luigi Segre. Karmann brought the Volkswagen project to the attention of Segre, who later surprised Karmann with a completed prototype styled and produced at Ghia in 1953. Karmann introduced Segre's project to highly impressed Volkswagen officials, and from that point on Ghia's initial design was further developed into the Volkswagen Karmann Ghia. The designer of the lovely bodywork that emerged from Ghia's shops, though, was never officially identified. Virgil Exner claimed that the design for the Karmann Ghia was based upon his Coupe D'Elegance, a car he designed for Ghia, while the Ghia company itself stated that their own Mario Boano created the design in 1950. Likely, the final design was influenced by both Exner and Boano, especially given the latter's work on stylistic predecessors to the Karmann Ghia such as the Alfa Romeo 2500 S convertible of 1949 and a Lancia Aurelia limousine of 1950 (automotive historian Jan Norbye identified the stylistic similarities between these models). Despite the uncertainty surrounding the Karmann Ghia's design, its shape proved immediately successful and enduringly beautiful. The earlier models, produced from 1955 to 1959 and now often called 'lowlights,' were the purest with their tiny taillights, smaller front grilles, and lower headlight mounting positions unaffected by later headlight height regulations. All subsequent Karmann Ghias maintained much of the original design's character and grace, though, as the car never faced a full redesign. Volkswagen enlarged the car's taillights, raised the headlight mounting places, and widened the front grilles (used only for cabin ventilation as the engine was air-cooled and rear-mounted) for 1960, but even these changes kept intact the car's delightfully mouse-like face and superb proportions. Later models looked bulkier, with taillights that kept growing, bigger front turn indicators, and bulkier bumpers, but even the final models retained sheetmetal nearly as pretty as that of the very first models. Luckily, the discontinuation of the model after 1974 prevented the design from being marred by the infamous federal bumper regulations imposed in 1975. Though Karmann Ghia bumpers were enlarged in 1972, they remained far more attractive and better-integrated than the rubber units forced upon so many hapless little sports cars from 1975. Every bit as impressive as the Karmann Ghia's styling was its build quality. Karmann did a wonderful job crafting the car's timeless forms, hand finishing the bodies for an attention to detail unprecedented in such an affordable car. Despite the cars' eventual propensity to develop rust problems, Karmann treated the Volkswagens with careful corrosion protection and sophisticated painting techniques. The flowing compound curves that defined the Karmann Ghia's excellent styling were shaped by Karmann with unerring finesse, and finished to a remarkably high standard. Initially offered only as a coupe, Volkswagen introduced a Karmann Ghia cabriolet for 1957 that continued in production alongside the coupe until the 1974 model year, after which the Scirocco hatchback replaced the Karmann Ghia model range. The cabriolet retained all of the coupe's great looks. Surprisingly, it also retained much of the coupe's all-season drivability, thanks to Karmann's advanced convertible top with its effective insulation and glass rear window. Never offered with more engine than a 60-horsepower, air-cooled flat four, the Karmann Ghia simply could not accelerate like a proper sports car—and with its substantial rear weight bias, handling was never ideal. For 1967, disc brakes and a revised rear suspension endowed the Karmann Ghia with greater performance potential, but it remained the German tortoise amongst British and Italian hares. As the advertisements declared, though, Volkswagen never pretended that the Karmann Ghia intended to compete directly with real sports cars. Instead of raw excitement, the Karmann Ghia offered peace of mind: reliability instead of maintenance hassles; easily attainable parts and good service instead of spotty dealer networks; everyday usability instead of occasional fun. But despite these relatively staid traits, the Karmann Ghia also offered buyers something truly exciting—it provided its owners the chance to experience a car of exceptional style and undisputed quality. With roughly 360,000 coupes and 80,000 cabriolets produced, the Karmann Ghia brought the joys of owning a rare car to buyers who knew they really needed a common one. Source: Internet

1956 Volkswagen Karmann-Ghia

The Volkswagen Karmann Ghia Coupe was in production until the end of 1959. They had an elegant front fender line which curved down to the headlight and squared taillight units that are unique to these vehicles. This Karmann Ghia was has been given a show-winning restoration. The 36 horsepower engine case was discovered to be original to the car, and it was fastidiously rebuilt. To increase performance, a period-correct Judson supercharger was installed. The engine offers approximately 60 horsepower and is mated to a four-speed gearbox. There are four-wheel hydraulic drum brakes and a Torsion bar front suspension. In 2011, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, California. It was estimated to sell for $75,000 - $95,000. As bidding came to a close, the car had been sold for the sum of $67,100 inclusive of buyer's premium. In 1950, Karmann approached Volkswagen with a design for a new vehicle. Karmann had a working relationship with Volkswagen that went prior to this project that included the Volkswagen Beetle Cabriolet. The idea was initially rejected by Volkswagen so Karmann approached the coachbuilding company Carrozzeria Ghia of Turin who built the first prototype of the vehicle, completing in 1953. In November of 1953, Nordhoff, the head of Volkswagen at the time, gave approval for the vehicle to be built by his company. On July 14th in 1955, the vehicle was unveiled to the public. There were basically three types of the Karmann-Ghia's built during its life span that included the type 14, type 34, and the TC. The type 14 featured a round body-style that received very little modifications through its production life-span, dating from 1955 through 1974. Most of the modifications that did transpire were head and tail light modifications, bumper and side air vent changes. During which time about 340,000 coupes and 81,000 convertibles were produced in Osnabruck Germany. Manufacturing continued from 1962 through 1972 in Sao Bernardo do Campo in Brazil where 176 convertibles and about 23,000 coupes were produced. These type 14 models were basically unaltered for the original design except for different bumpers, taillights and vent windows. The Type 34, or 'Razor Edge', was produced from 1961 through 1969 during which time 43,000 examples were produced. It was introduced in September of 1961 at the Frankfurt Auto show. The Type 34 were 'boxier' than their Type 14 counterparts and cost more to produce. The interior was larger and better equipped, the structure was stronger, and the engine was faster. They were built in coupe design only, however in 1962 a sunroof could be had. The engine was initially 1500cc in size but later increased to 1600cc. The 1600 TC, which stood for Touring Coupe, was produced in Brazil from 1970 through 1975. They were based on the design of the type 34. During its lifespan, 18,000 examples were produced. Source: Internet

1963 Single Cab Pickup Bus Restoration

After owning his single cab for almost 14 years it finally got paint. Overall the truck was in fairly good condition for its year. However, it was used as a truck and had its share of dents. Many of the dents were filled in with filler years ago. All of the old filler was removed and the dents pulled out before the fresh paint was applied. Now it is up to David to get it back together. You can read more about David’s bus (and other VWs) by follow this link to his website Source: Internet

Volkswagen Bus

The first Volkswagen Bus, seen here in an early brochure, debuted in 1950 and was called the Transporter, or VW Type 2. The Volkswagen Bus was the first minivan, invented by the same logical minds that brought the world the Volkswagen Beetle. In fact, the Volkswagen Bus was for years really a big, boxy body on a Beetle chassis. The Volkswagen Bus even used the Beetle's air-cooled horizontally opposed four-cylinder engine, and mounted it in the tail, just like the Bug did. And much like the beloved Beetle, the Volkswagen Bus came to symbolize liberty and unconventionality for a whole generation of Americans. Variously called the Transporter, Station Wagon, Kombi, and Micro Bus, later the Vanagon and EuroVan, this picture-paced article covers ever version of the Volkswagen Bus, and even looks ahead to the vehicle's future. So strong was the original 1950 design that it survived until 1967, and by the time Chrysler launched its Dodge Caravan and Plymouth Voyager in 1984, the VW Bus was already into its third generation. Despite its steady success over the years, the 1990s and 2000's were not kind to the Volkswagen Bus. VW offered it in camper form only through much of the 1990's, and when it brought it back with more power than ever, that version lasted only from 1999 through 2003. Even the very cool, German-engineered retro Microbus concept that raised hopes in 2001 was shelved. However, the Volkswagen Bus appears on track to return in 2008 using the underpinnings of the latest Chrysler Town & Country and Dodge Grand Caravan minivans, but with a VW-designed body and interior. The inaugural Volkswagen Bus was officially called the Transporter or VW Type 2 -- the VW Beetle being the Type 1. The Type 2 was born of VW chief Heinz Nordhoff's growing confidence in the still-young Volkswagen enterprise, which traced its origins to 1930s Nazi Germany, but really didn't begin volume production of customer cars - all Beetle sedans -- until 1947. Introduction of the convertible version of the Beetle in 1949 showed that Nordoff was amenable to carefully considered variations on VW's one-note Beetle sedan theme. By 1950, Nordhoff had determined that the Volkswagen was healthy enough to support a second model range, and that was the Volkswagen Bus. Nordhoff took particular pride in the Type 2, noting that it was developed without input from Porsche, the engineering and design firm named after Ferdinand Porsche, the engineer - later of sports-car fame - who designed the original Beetle. The genesis of the Volkswagen Bus was instead a 1947 pencil sketch by Ben Pon, the importer who introduced the Beetle to the U.S. in 1949. Numerous commercial versions of the Beetle had already been built, typically by entrepreneurs who cut, chopped, and added to the little Bug to produce a variety of open-bed and station wagon-type delivery vans. The earliest Volkswagen Buses won renown as both passenger models and as slow but handy utility vehicles such as this. 1950-1959 Volkswagen Bus The 1950-1959 Volkswagen Bus was basically a big box atop the VW Beetle chassis. Note the rear engine location. The story of the 1950-1959 Volkswagen Bus is one of a vehicle that created its own niche. VW had in fact invented a new automotive category that wouldn't have a name until decades later: the minivan. The 1950-1959 Volkswagen Bus kicked off with a model officially called the Transporter. It debuted in March 1950. It used the Beetle floorpan and 94.5-inch wheelbase, but at 53.5 inches, its track was wider than the sedan's by 2.7 inches in front and a significant 4.3 inches in back. It retained the Beetle's standard, rear-mounted air-cooled boxer engine and four-speed transaxle, though a steep 5.13:1 final-drive ratio gave it impressive low-gear grunt. Using reduction gears in the rear wheel hubs provided a full 9.5 inches of ground clearance, which, along with the traction advantages of having the engine over the drive wheels, was an important plus in back-road duty. At 168.5 inches, its brick-shaped body was 8.5 inches longer than the Beetle's, and it had vastly more interior room than any conventional station wagon. Because the engine was so low and was set so far back, and because the driver sat well forward in a bus-like position, the new Transporter was a very space-efficient machine. The 1950-1959 Volkswagen Bus borrowed its flat-four air-cooled engine from the Beetle. Early versions had 25 horsepower. Passenger versions could carry up to nine occupants on three rows of bench seats; there also were enclosed cargo vans, flatbed haulers, double cab pick-ups, mattress-equipped campers, ambulances, and even a dump-truck variant. The first-generation Volkswagen Bus debuted in Europe with a 25-horsepower Beetle 1200 (1,131-cc) air-cooled horizontally opposed four-cylinder engine. This Transporter weighed 2,300 pounds (53 percent over the rear wheels) and had a maximum payload capacity of 1,650 pounds. It was not a fast machine. It never would be, despite increases in engine displacement and horsepower. But it was maneuverable, roomy, reliable, and like all VWs, it was cheap to buy, fuel, and maintain. It was the "people's van." The Transporter was available in the U.S. shortly after its introduction, but few were imported before 1954. VW offered these early U.S. versions with an engine rated at 30 horsepower at 3400 rpm. Three models were available: the base Kombi, which was painted blue and retailed for about $2,200; the slightly better-outfitted Micro Bus, which was painted green and started at about $2,365; and the deluxe Micro Bus, which came in red-and-black two-tone and listed for about $2,500. The deluxe model's body was one inch longer overall than the other models. From the start, VW also offered the camper version with foldout bedding for four, a built-in table and cupboard, window curtains, and an opening roof-panel "transom." All Transporters had two front doors, a pair of swing-open side doors, and a small tailgate. Intrusive front wheel arches hampered ingress through the front doors, and the tall engine box floor made it difficult to load cargo through the small rear hatch. Passenger versions of the 1950-1959 Volkswagen Bus could carry up to nine on three rows of seats, as this floor plan shows. But by taking a couple of minutes to remove the middle and rear bench seats, the owner of a passenger model could have 170 cubic feet of cargo room at his or her disposal. The Type 2, however, was a purpose-built factory design and there was nothing like it on the automotive landscape. Other manufacturers offered various commercial vans, mostly tall bread-truck-like delivery vehicles, but no other maker thought to scale down the design to suit passenger duty. Driving the 1950-1959 Volkswagen Bus A simple layout and a steering-wheel angle that was, well, bus like, greeted early Volkswagen Bus drivers. Driving the 1950-1959 Volkswagen Bus was a new and unique experience, especially Americans unaccustomed to highly space-efficient and severely underpowered vehicles. Tom McCahill, dean of American automotive journalists, tested a Kombi for the January 1955 issue of Mechanix Illustrated. "Uncle Tom" was astonished at its spaciousness. "It is as versatile as a steamship con man and twice as useful," he wrote. McCahill rationalized the Kombi's sloth like acceleration by explaining that it was a vehicle born and bred in Europe, where drivers presumably were accustomed to taking most of a day to drive up a mountain road. "It will climb anything but not fast," he said. "When the grade gets real grim the Kombi speed is not much better than a fast walk but it will get there." Indeed, Road & Track clocked its 1956 Micro Bus at a sleep-inducing 75 seconds 0-60 mph. That in fact was the test vehicle's top speed, and it actually took less time, 27 seconds, to cover a standing-start quarter-mile. Curiously, VW placed a sticker on the dashboard that read, "The allowable top speed of this vehicle is 50 miles per hour," though R&T noted that with a tailwind, a Micro Bus was perfectly capable of cruising at 70 mph on a level highway. The 1956 model was rated at 36 horsepower at 3700 rpm and 56 pounds/feet of torque at 2000. The one tested by R&T weighed 2,300 pounds. "The Micro Bus is very easy to drive, has wonderful visibility and easy steering requiring only 3.5 turns lock to lock for a 39-foot turning circle," R&T said. A tall center of gravity kept cornering speeds to a minimum, so "handling" wasn't much of an issue. The bus like driving position was deemed comfortable. Ride quality was firm for occupants of the front seat, which was directly above the front axle, but better in the other seats. Early VW Buses, like this 1951 delivery model, were good on bad roads because traction was enhanced by low gearing and weight over the rear wheels. From the start, Transporter campers were recognized as the unique vehicles they were. No other manufacturer offered such a versatile package as part of its regular lineup. Germany's Westfalia Werke did the majority of the factory conversions, with such companies as Dormobile, Devon, and Danbury performing aftermarket work as well. Motor Trend recognized these special properties as early as October 1956, when it tested a "Volkswagen Kamper." It wrote: "More a way of life than just another car, the VW bus, when completely equipped with the ingenious German-made Kamper kit, can open up new vistas of freedom (or escape) from a humdrum life." So popular was the Volkswagen Bus -- demand was outstripping production two to one -- that in 1956, VW opened a new factory in Hanover to built it. 1960-1967 Volkswagen Bus This 1963 Deluxe Station Wagon model Volkswagen Bus started at $2,665. It had 50 horsepower. The 1960-1967 Volkswagen Bus gained new features and more power, and also some competition. In 1960, the bus got real split front seats to create a narrow aisle that allowed movement though the interior, and front-seat riders began to enter and exit through the side door rather than climbing over those high wheel arches. By 1961, the 1200 engine had 40 horsepower and VW had some competition. Ford introduced the Econoline, a compact van based on the Falcon platform, and Chevrolet used its air-cooled rear-engine Corvair as the basis for the Greenbrier Sports Wagon. Car Life magazine compared the VW to these newcomers in its September 1961 issue. It said the VW Station Wagon had far superior build quality than the others inside and out. The VW had better overall handling, too, though it and the Greenbrier, which used a similar swing-axle rear suspension, suffered directional instability in crosswinds. Skylight windows and rollback sunroof were among the most alluring features of early Volkswagen Bus passenger models. No rival had more-efficient fresh-air ventilation, but the editors noted that the VW's heating system was "virtually ineffectual. Hot air from the engine cooling fan must travel through long, uninsulated ducts before reaching the driver." The Transporter averaged 20 mpg, about three mpg more than the others and nearly double the average of full-size automobile station wagons of the day. The VW weighed 2,310 pounds, yet its 25.6-second time in the quarter-mile was only about a half-second slower than the Chevy's, which had 80 horsepower but weighed 3,560 pounds. The 85-horsepower, 3,230-pound Ford turned a 23.3-second quarter-mile. The editors did not list a 0-60 mph time for the VW because it would go no faster than 59 mph for them. VW built the one-millionth Type 2 Volkswagen Bus during 1962. Changes in specification were slow, but for 1963, VW installed the 1500-series engine, which at its most powerful, made 53 horsepower at 4200 rpm in the bus. For 1967, a dual-circuit braking system was introduced in which front and rear brakes were independently pressurized in case either hydraulic circuit failed. As production approached two million in 1967, VW had a redesigned station wagon ready. The new 1968 model was obviously a lineal descendent of the original, but also was clearly a more-modern design. Learn about the second-generation Volkswagen Bus beginning on the next page. This is a 1967 base passenger version of the Volkswagen Bus. Called the Kombi model, it cost $2,150 and had 53 horsepower. Source: Internet

Spy Shots: Volkswagen Up! caught in Death Valley

Even though Volkswagen won't be offering a gasoline-powered version of its exclamatory little Up! city car here in the United States, we're still slated to get its E-Up! electric counterpart. Earlier reports stated that a larger version of the E-Up! could come Stateside as early as 2013, and we now have spy shots of a pair of Up! prototypes out testing in the Death Valley heat. Our keen-eyed spy photographers pointed out that while these two prototypes appear to be very similar, the one with its grille closed off could actually be the all-electric E-Up! model. Thus, we'll be keeping our... Read More Source: Internet

1972 Volkswagen Super Beetle

Click Here to check out the posting on this 1972 Super Beetle. Source: Internet

Volkswagen Bus Celebrates Its 60th Anniversary

Click Here to read this posting. Source: Internet

Volkswagen (VW) Microbus Sells For Record $217,800 At Barrett-Jackson

Click here to read more about this article. Source: Internet

Volkswagen Classic Images

Check out this site that has many images of Vintage Volkswagens. Click Here Source: Internet

The People's Car From 1932-1960

Check out this link for pictures of cars from 1932 to 1960. Source: Internet

Oval Window Beetles - BugsVille Large Collection and Barn Finds

BugsVille was a place of wonder and was by far the largest collection of Oval Window Bugs most have seen in one place. The place was nick named Bugsville because there were so many VW's, and in one photo I took I counted 22, most of which were Oval Windows. Source: Youtube

Gus VW Bus

Wonderful VW Buses, Fantastic Music, Beautiful images!! See it!! Source: Youtube

Vintage Volkswagen Meet Seattle 2010

A very small sample of the photos I shot for Cascade Kombis at the awesome Vintage Meet event in Seattle. VW Show Seattle 2010 Source: Youtube

International Vintage VW Treffen in Hessisch Oldendorf Germany

The best vintage VW show in the world! Split window beetles, ovals, buses, Karmann Ghias, Karmann Cabrios and of course - the world record gathering of 28 Hebmüllers! Source: Youtube

VW Beetle Documentary Classic Wheels

This documentary gives a nice overview of the history of the volkswagen beetle. It contains unique footage of Ferdinand Porsche standing near a pre-war beetle. Before the war this was called the KdF Wagen. Source: Youtube

1967 VW Van-Truck

Source: Youtube

VW Split Screen Camper Van

Volkswagen 1952 Panel Van with Westfalia Camping Box interior and 1967 T2 Split Screen Westfalia. Source: Youtube

Classic Volkswagen Bus

2011 San Diego International Auto Show the Volkswagen bus provided by the San Diego air cooled syndicate and strictly vintage 2's. these bus were very cool with all the trick stuff. The Volkswagen Type 2, officially known as the Transporter or informally as Volkswagen Bus. Source: Youtube

Volkswagen Beetle

Source: Youtube

Customised Wooden VW Beetle Car

An elderly couple in Bosnia have covered their VW Beetle in more than 20,000 handmade small oak pieces which were glued to the bodywork and then varnished. The car can be driven legally. Source: Youtube

Inside The Factory

Source: Youtube

V W Bus

Source: Youtube

V W Factory

Source: Youtube

New Tires Coming..,

They have been testing them for several years now. Resilient Tech was developing them for the military application.



Amazing new tires.....Michelin Tires. Kind of SCARY looking. Look for them in August.
These tires are made in South Carolina, USA



SEE THROUGH TIRES

Radical new tire design by Michelin.
The next generation of tires.
They had a pair at the Philadelphia car show.



Yes, those are 'spoke' like connections to the inner part of the tire from the outside tread 'wrap!' The next picture shows how odd it looks in motion.



Makes you wonder how the ride feels, doesn't it?



These tires are airless and are scheduled to be out on the market very soon.
The bad news for law enforcement is that spike strips will not work on these.
Just think of the impact on existing technology:
A. no more air valves.
B. no more air compressors at gas stations.
C. no more repair kits.
D. no more flats.

These are actual pictures taken at the South Carolina plant of Michelin.

Source: Internet

E-Bugster

Click Here to read Motor Trends article on the Detroit Auto Shows new VW.

Source: Internet

Depth of Speed captures the beautiful side of a Volkswagen Bus

We're quickly becoming big fans of Josh Clason and his Depth of Speed video series. We first saw his work when his lenses trained on the Japanese iron of JDM Legends. Clason then delved into the world of pinstriping, and from there he switched to German steel in a shot about the BMW 2002.

Now, he's sticking with Germany but trading the roundel for VW. More specifically, Clason caught up with Volkswagen enthusiast Craig Johnson to capture the beauty of his T1 Transporter.

Click Here for Video.