Thursday, November 22, 2012
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
Monday, November 5, 2012
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
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
Thursday, November 1, 2012
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
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