inside - the Vintage Volkswagen Club of America

VintageVoice
March/April 2015
Volume 40 • Number 2
T h e V i n t a g e Vo l k s w a g e n C l u b o f A m e r i c a N ew s l e t t e r • E s t a b l i s h e d 1976
INSIDE:
3
Director’s Forum
5
Historian’s Corner
8
Heroes Of Antique Volkswagening
9
Unlocking the Mystery of Electrons
12Volkswagen Flashback 14
Volkswagen Factory Cards
16
Origins of VW’s Chic Car
18
What is that Thing?!
21
VolksWoman
24
Volksweston 2015 (cover image)
PRSRT STD
U.S. POSTAGE
PAID
PERMIT No. 901
Waterloo, IA
VVWCA
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March/April 2015
I
have been at a loss as to how I should start this
letter to our members and friends. I have been
under a lot of questions lately as to the status of the
VVWCA. Some have asked whether we’re still a
club and whether we ever intend to send out another
newsletter. In both instances the answer is “yes”.
We’re still a club, still honoring memberships and
hope to be back on track very soon.
Last month, Michael Epstein and I had discussed
the idea of shutting the club down. If our members
are not going to contribute, then why should we be
concerned? But, we are compelled in help keeping
this alive and strong.
Somehow it always comes down to the fact that
most everyone expects a few of us to do all the
work. This is a very bad assumption for others in the
club to make. Mike Epstein, Kimberly van Mourik,
Heinz Schneider, Lois Grace, Jack Ashcraft and I all
have other lives to live. We cannot dedicate every
minute of the day to the VVWCA. We do what we
can in what we would like to think is a reasonable
amount of time. Truth be known, we’re nothing more
than volunteers. None of us collect a cent from the
VVWCA for our efforts.
We know we’re late with our mailings, there are no
excuses other than the fact that I have been suffering
from a severe illness now for the past 8 months.
Nonetheless I continue to receive telephone calls
to my home questioning what’s happened with the
newsletter and have been questioned as to what’s been
going in. In most situations, I have tried to return the
calls I’ve received, but sometimes just don’t have the
strength or ambition to get back to all of them.
Illness is an issue many of us cannot avoid. Illness is
not the primary reason for why we fallen behind in
mailing our newsletter.
As a member, you are paying to help keep this
newsletter afloat. If this newsletter is so important to
you, then I might suggest that you contribute. Send us
a photo, a short story …. Offer to shot some photos
at a local VW event, send us a letter or share with us
your collection of rare VW antiqueness. Whatever
you do, do something. If you don’t help, this club
will fail and there will be no one else to blame but
ourselves.
I would never want anyone to think that I’m trying
to pass the buck, but folks … it often boils down to
the fact that this is your club … it’s not mine. I have
begged and pleaded with our membership to help
support the club they love most. But, I feel my pleas
for help have fallen on deaf ears.
Thanks for being a member and supporting the
VVWCA. I hope to hear from you soon.
VVWCA
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March/April 2015
Vol 40 No 2
Mar/Apr 2015
Copyright 2015
VVWCA Inc.
website: www.vvwca.com
USA
New Memberships: $24
Renewals: $18
Online Edition Only: $12.00
The VVWCA is a registered
non-profit organization. All
positions are volunteer.
VVWCA
Leadership Board President,
and all around busy guy:
Howard Query,
629 S. Mississippi Ave.,
Mason City, Iowa 50401,
641-421-0965,
[email protected]
Vice President:
Michael Epstein
email: [email protected]
2907 W 72 Ter
Prairie Village KS 66208-3159
913-831-6225
Display and classified ads:
For display advertising rates,
placement information, and
for classified ads submission contact: Howard Query,
VVWCA, PO Box 1842,
Mason City, Iowa 50402-1842,
641-425-7382, burtonwood.
[email protected]
Membership Coordinator:
Mary L Brinkman,
PO Box 1842,
Mason City, Iowa 50402
[email protected]
The Vintage Voice is published
bi-monthly at the end of each
period: Jan/Feb, Mar/Apr, May/
June. July/Aug, Sept/Oct, Nov/
Dec.
Newsletter Editor,
Kimberly van Mourik,
Website: www.36-hp.com,
[email protected]
Editorial Guidelines: To help
you start writing, please use
the following word counts to
determine the type of article
you will submit. Letter to
the editor: 500-699 words.
Monthly column: 700-999
words. Pictures (2-3) may be
included in a 700-800 word
column. Feature story: 10001500 words, plus 3 to 5 digital
pictures.
Historian:
Heinz Schneider, 2304 Via
Pinale, Palos Verdes Estates,
California 90274, 310-3737820, [email protected]
Renewal and Membership Info:
Memberships and renewals
should be received by the 15th
of the proceeding month.
VVWCA
4
Reprinting material: All material in the Vintage Voice is
the property of the VVWCA.
Unauthorized use is prohibited. If you wish to reprint
material, please contact the
editor. The VVWCA will not
knowing reprint materials from other publications
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that all content submitted for
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of the author who shall bear
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be found at www.vvwca.com/
voice/greasemonkey
March/April 2015
The Historian’s Corner Heinz Schneider
THE STRUGGLE TO
REPLACE THE BEETLE
Putting engines in front
While Volkswagen wasted time and resources on
the Porsche designed, engine under rear seat Beetle
replacement, as explained in the last Vintage Voice,
Volkswagen own development department had been
working on proposals for a front engine car. The
eventual successor to Nordhoff, Kurt Lotz, had, after
his arrival at Wolfsburg in 1967, realized that while
VW’s RD department had acquired brand new and most
modern testing equipment and facilities over the last
few years, like for instance a wind tunnel, according
to him it was unfortunately staffed by personnel who
had been left behind from a previous era and was
completely disorganized. As early as November 12th
1967, in notes written to Heinrich Nordhoff he expressed
the need to completely reorganize management at
Volkswagen’s RD department. Nordhoff, who by this
time was sick with serious heart problems, did not
object. VW at that time still had a lot of money but
suffered from the TMC syndrome (Too Many Cooks)
and incompetence on the management level. The cars
Volkswagen’s RD worked on would not meet any of
the legal requirements or market needs of the future,
not for the ones contemplated in the US and neither
for the ones in Europe. And, according to Lotz, all of
the prototypes were unattractive. In his opinion all of
these developments were not able to stop the declining
sales of Volkswagen products which had fallen way
behind their competition in Europe. As Volkswagen
struggled to come up with a Beetle replacement, Opel,
Volkswagen’s main competition in Europe, had become
number one in Germany. Fortunately, demand for
Beetles still existed in emerging countries like Brazil
and Mexico people. Even though in the United States
the reputation and success of Volkswagen had created
over many years enough momentum to keep sales from
dropping in large numbers. But the writing was on
the wall, pollution and safety regulations could not be
met with the old Volkswagen design and the Japanese
competition was catching on and increasing their sales
at the same time.
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While Porsche worked on the engine under rear seat
car, Lotz had the newly formed VW technical team,
which he had hired, to start work on EA279 and EA337
both with engines in front. Both are displayed at the
VW museum in Wolfsburg today. Becoming aware
that Volkswagen could not depend on the Porsche too
expensive engine under seat Beetle replacement, he
wanted to have alternatives available. The EA 279 is
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March/April 2015
The Historian’s Corner (continued)
the best known one of these two because the head of the
VW Museum, Herr Bernd Wiersch, towed it to different
vintage Volkswagen gatherings in Europe during the
eighties. It had been written up and its pictures were
printed in many fan magazines and many of our readers
may have seen it and may therefore be familiar with
it. What made this particular prototype the EA279 so
interesting is the fact that it had the regular air cooled
Beetle engine and transaxle in front driving its front
wheels. According to what Volkswagen claims today,
this car was started in 1968 but never considered to
actually replace the Beetle but just used to test front
wheel drive systems.
The other front engine car under development at that
time, the EA 337, is also displayed at the Museum
today. Painted in white it does look rather insignificant.
When I visited the museum a few years back I certainly
did not notice it. It did not draw any attention. As it
turned out, this prototype however was the one that
would eventually save Volkswagen from going under.
Both prototypes, the EA 279 but more so the EA 337
had already many attributes of the later successfully
introduced Golf, using many Audi mechanical
components. They had their engines and transmissions
at the front. The fuel tank was under the rear seat and a
coil spring suspension was used all around. At the rear
was the futuristic rear flex axle borrowed from the Audi
50, later copied by many other car manufacturers. The
engine used for the EA 337 was an Audi engine.
As an aside: A few years later Volkswagen actually built
such a car in Brazil, named Gol, having the air cooled
Beetle engine in front. We will have a look at that one
in a future issue of the VV.
In a book written many years later by the at the
time newly hired technical head at VW, Ernst Fiala,
he admitted that the combination of the Volkswagen
developed EA 337 and the Audi developed EA 307
resulted in the Golf at least as far as its technical layout
was concerned. Kurt Lotz, the successor to Nordhoff
had a new body designed for the EA 337 which gave
the car its now familiar Golf shape. A style that still
is, in modernized ways, still used on today’s Golf’s.
Actually, the Golf designer Giorgio Giugiaro’s design
studio called ItalDesign, is today, in 2014, owned 95%
by VW and they designs all present Volkswagen and
Audi products.
VVWCA
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March/April 2015
The Volkswagen Library
Dune Buggy Handbook
The A-Z of VW based Buggies since 1964
By James Hale, with foreword by Bruce Meyers. Published by Veloce, the
fine Publisher of automotive books. ISBN978-1-845843-78-6.
This book was first published in 1999. Since its first appearance,
apparently because of the large demand, this 2013 book is the
fifths edition. It has 208 pages with multiple pictures on every page, over 600
in total. Most of them in excellent color but also a few historical black and white
ones and as the author explains, he included them anyway due to their rarity. The book covers over
100 different versions of buggies built here in the US and in the UK. James Hale feels that his book
has become the bible of the buggy scene because of the general scarcity of information about the
subject, probably because of the many different individuals and variations of buggies involved.
It certainly fills in a lot of what most of us had not known. It includes many copies of buggy
sales brochures and promotional material. Each buggy is listed with production dates as well as
how many were actually built of each, whenever that info was available. In other words, a very
comprehensive listing and complete information of all the buggies covered. It also has a section
about buggies driven by movie stars, as well as movies and TV programs where the buggies are
featured. James Hale, the author dedicates this book to Bruce Meyers, according to him, he was
his inspiration and is a great friend of his.
How did it get all started? The Dune buggy craze was definitely a California thing before it spread all over
the world. To ride the dunes actually was an old idea and started before Volkswagen, as the author points out.
During the twenties, old run down, stripped V8 powered sedans, often called Dune Schooners, were used to
explore the sand dunes of the west. Entrepreneurs even used them to take visitors on sightseeing tours. But
the real craze started after the arrival of the Volkswagen.
Volkswagens were much more suitable because of their light weight and having better traction because of
their weight in the back. It was just like it was made for off-road and fun in the dunes. Other factors were
the availability of sturdy parts and the engine being air cooled, not having to worry about water for cooling
all the plumbing and overheating in the hot desert. These facts had been realized years before in the thirties
in Germany by the testers of the prototype Beetles. It was during the time Porsche was trying to get the
Beetle ready for production. Soldiers testing these cars noticed how well they handled off-road once accident
damaged bodies were removed. This eventually led directly to the development of the Kübelwagen and later
to the Schwimmwagen for the Wehrmacht.
But how did all this after war buggy movement get going? The author mentions some individuals who
removed the bodies of accident damaged Beetles and put some pieces of sheet metal or aluminum and in one
case even plywood to protect drivers and passengers from the elements. But the real craze started with the
use of fiberglass. It was Bruce Meyers who gets the credit for that with its Meyer’s Manx. Meyer had plenty
of experience with fiberglass having worked on boats with this new material. He really got the ball rolling
by winning the first Baja 1000, which created a lot of media coverage. This is the reason Meyers gets a lot of
exposure in this book. According to Automotive News, in an article written August 2014, Meyers, as an 88
year old, celebrated 50 years of the Meyer’s Manx dune buggy at a celebration at Carmel Valley, California, at
the same time as the Pebble Beach Concourse de Elegance took place. He is still selling kits starting at $ 4,770
(cont. on page 8)
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March/April 2015
Heroes Of Antique Volkswagening
We like to think we have a unique program
wherein we like to receive nominations of
United States-based people from within the
Antique Volkswagen hobby world who may
have especially given of themselves to help
other hobbyists, to possibly consider for one
of our “Heroes” awards. We know they’re
out there—the person who goes out of their
way to help with someone else’s project, who
selflessly devotes their time and energy at
events, who performs some other valuable
service within the Antique Volkswagen hobby,
with little to no personal gain or attention.
This year’s “Heroes” honoree is Roland Metz
of New York. Roland was raised in a VW
family, and his reverence for the marque, its
history & culture, and everything about it
continues to shine through with his amazing
hobby spirit, knowledge, and willingness to
share. Roland has never sought the limelight,
but his behind-the-scenes enthusiasm, and
strong spirit of participation over the many
years he’s been active in the hobby has gained
him friends and fans in the old VW hobby
across the country, and around the world.
There are few, if any, questions about old
VWs and VW history that Roland doesn’t
know the answer to, but what truly sets him
apart is his graciousness and willingness to share. It would be hard to find a candidate more deserving of “Heroes”
recognition than Roland Metz.
The Volkswagen Library (cont. from page 7)
quite a difference from the original 1964 price of $ 498. The same Automotive News report claims that Meyers
has sold over 7,000 kits. And Meyers estimates that about 300 000 buggies worldwide were copies of his design.
As mentioned, this book covers only US and UK buggies but there were obviously others. There were even
buggies build by VW in Australia and one in Germany with the blessing of VW. I understand that buggies built
outside of the US and the UK are covered in a previous book by the same author, published by the same publisher
“Veloce” under the name “Dune Buggy Phenomenon.”
Bruce Meyers explains the phenomena of Dune buggies like this in a 2014 interview: “It was all about fun, you
rode in it and it was fun. You saw people riding in it, and it looked like fun. Even today when I’m driving one and
pass somebody in traffic, they give me the thumbs up.”
VVWCA
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March/April 2015
VOLKSWAGEN FLASHBACK
By Jack Ashcraft
I had a flashback to another life--when a VW Beetle was our only transportation and since
I ran the living hell out of the poor thing, I figured I should try to keep a little better track of
what that air cooled squirrel cage back there was doing. In a previous article I wrote about
adding a six volt blower motor from a 1949 Mercury in order to be able to see out of the
bugger when the weather turned sour. That same article shows a photo of the instrument
panel with two new gauges--an ammeter and a water temperature gauge--from that same
salvage yard ‘49 Merc. This article tells how I installed the water temp gauge.
WAIT! A WATER temp gauge in an air cooled car? To begin with, a temperature gauge doesn’t
really care if it measures water or oil temperature, it is just a gauge. Same with the sending
unit, which essentially varies in resistance as the temperature on its probe varies, and that
varies the position of the gauge needle. I popped off the driver’s side valve cover, decided
the probe should go in the center of the cover so it didn’t get smacked by a rocker arm, then
dimpled the cover where the probe would fit. I needed a flat surface on the valve cover so
the probe would seal. A bit of work with a hammer and drift on my bench vise did the trick.
Then it was a matter of drilling an appropriate sized hole in the valve cover and installing the
probe.
One note here: The probe has to GROUND, so I had to chip a bit of paint off the valve cover
at one spot where the retaining bail fit to allow electrical current to flow through the cover,
then through the bail, then through the engine block, through the engine grounding strap,
and finally back to the battery negative terminal. Electrical devices MUST have a complete
electrical circuit to work.
I ran a length of number 12 insulated wire from the engine bay, inside the car, and then back
outside the car at the underside of the instrument panel, then to the gauge. Any electrical
gauge must have 3 things: a 12 volt reference, a ground, and the signal from the sending
unit. I picked up the 12 volt reference off the first fuse, which is fed by the ignition switch as
shown in the simplified wiring diagram. Then connected the ground terminal of the gauge to
a ground point behind the instrument panel.
The toughest job was to bend up a little panel to replace the stock panel to the right of the
speedometer, and cut two holes in it. I used a hole punch for that purpose, then primed and
painted the panel, installed the gauges and the panel and hooked up the electrics and VOILA!
Instant oil temperature gauge. The Mercury gauges had chrome bezels, and had white
markings against a black background, plus provision for lighting, so it all matched up quite
well in Der Beetle.
I didn’t show the instrument lighting in the diagram, but all I did was run a wire from an
instrument light wire on the speedometer, over to the gauges. No brainer.
So how did it work? Actually, amazingly well, other than having to pull off the electrical
connector to the probe whenever I adjusted the valves. The Mercury gauge was calibrated
from naught to 260 degrees F. The bug, once warmed up, ran in the 200 F degree range most
of the time. Pulling a long hill on full throttle would move the temperature up to 240 F or so,
VVWCA
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March/April 2015
well within operating limits of the bug engine. I once saw it touch 260 F on a 100 degree F
day with a full load of wife, 2 kids and luggage, out in Nevada, pulling a long grade in 3rd
gear [I was ALWAYS in 3rd gear uphill with it, which is why I finally switched to a Volvo, but...
that’s another story]. I don’t know if having the temp gauge lengthened the time between
valve jobs on the Bug or not, but it DID make me conscious of the squirrel cage having to
work harder and caused me to ease off and give it a breather a few times when I might have
just pressed on and blown the little sucker up. I’ve always figured you can’t have too many
gauges in a car and I’m one of the few, perhaps, that will actually pay attention to them.
VVWCA
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March/April 2015
Collecting Postcards #6
VOLKSWAGEN FACTORY CARDS
By Mike Epstein.
No history lesson this time, I just want to talk
about the different type of Volkswagen Factory
postcards you could collect or the collections
that are out there to be had and I don’t know
them all.
If you look around in places like eBay, then
you might be familiar with the photos of
the Volkswagen Factory in 1953 that are so
beautiful and famous. There is a series of
postcards made from those photos. They are
not old and can be had for a reasonable price,
most are reprints but good ones.
You will also see a couple of different series
from the factory itself that you can buy when
you go to the factory, some of these may be
older but not really old and some command a
high price or at least I see people asking high
prices for them, I do NOT see them being sold
for these prices. They include assembly line
photos and the like. Now you will run into a old
one once in a while but it will be dated if used or
will look different on the back. If original VW,
it might have a number code like 127.561.00. It
could also have the VW symbol on the back too,
those are older cards from VW itself.
Now lots of companies in Germany put out
cards of the factory itself or cards of KDF Stadt,
Wolfsburg. Very popular were the multi-view
cards, there must be over 100 different multiview cards of the factory and surrounding
castle and town and how many different views
can you take of the factory from across the
canal, at least a couple hundred more I suppose.
Really, there are a lot of those out there, I’m
sure I haven’t seen them all and they will vary
in price depending on your dealer and whether
it be a chrome (color print), or real photo it
can go from $2-$3 all the way to over $25 and
higher. Subject matter makes the cost.
VVWCA
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March/April 2015
This year we celebrate the birth so to speak, of the Karmann Ghia
at least in Europe. In the early years it was an artist’s rendering,
later, they were photos with models, mostly women of course.
Funny how that appeals to both sexes!
I have chosen a delectable assortment of cards from Volkswagen
AG dating from the Ghia low light years on up. These are the
most common of cards that Volkswagen made. I hope you enjoy
them and I hope it gives you inspiration to collect.
Classifieds
COST: Members receive 2 free classified ads. Limit of two per issue. Nonmembers: $10.00 . Each ad will appear in two issues of the Vintage Voice.
MAXIMUM LENGTH: 75 Words
PHOTOGRAPHS: 1 photo per advertisement please. Photos cannot be returned.
LIMITATIONS: Ads are published on a space available basis. Copy submissions
Wanted
SPORTS CAR POSTERS Our favorite sports cars and other vintage cars in
nostalgic scenes of the 1930s, 50s, 60s and 70s, such as drive-ins, period gas
stations, car magazine covers and more. Each full color18x24 poster is an original
design and individually signed by the artist. See all 16 posters on my website at
www.bobmaurer.com 330-316-8697 [email protected] Bob Maurer
VVWCA Newsletters from 76–81 and 84–87 so I can make a comprehensive
history of the VVWCA for our website. Would be willing to pay all shipping costs.
Contact me at [email protected] or 913-831-6225. My address is also listed under the
Chapter Reps for the state of Kansas on our website. Thank you, Mike Epstein.
“Volkswagen KDF-Wagen 1934-1945,” $30.00 each plus shipping. “Volkswagen
Then, Now and Forever,” $50.00 each plus shipping. “VW Sales Performance
– Board,” 24”x57” - $300.00 plus shipping. Books signed by the author at your
request. For information, please call Terry Schuler, 814-243-8859.
Looking for a 1957 Speedometer or repair shop? I can be reached at: Rodney Sweet,
259 Godfrey Road, Mystic, CT 06355. [email protected]
As I was doing some organizing of my VW library, I have found I am missing some
back issues of the Vintage Voice to include: Mar./Apr., Sept./Oct., and Nov./Dec. for
the year 2011. If you have these issues and would care to part with them, I would be
more than willing to offer reimbursement for shipping. Thank you, Steve Briscoe,
1111 South Coast Dr, Unit E-102, Costa Mesa, Calif. 92626.
1952-1982 VW Factory Shop Manuals.: $29.95-$99.95. Aftermarket VW shop
manuals (6 different publishers): $9.95-$34.95. 54-79 VW Restoration Manual
$37.95. Alex Voss, 4850 37th Ave So., Seattle WA. 98118. Tel: 206-721-3077 toll
free 888-380-9277.
Cars Sale
Old VW speedometers, any type. Jack Ashcraft 541-499-0246, jacksonashcraft@
gmail.com
1961 VW Beetle. Completely restored. L-380 Turquoise, many first place trophies.
Runs and drives perfect. Call for details. $8,800.00. Ralph Johnson. 302-220-6322.
Bear, Delaware.
Parts and Such for Sale
Various r/view mirror. O/S hinge pine type NOS left only $225. Right side extender
arm NOS, $250. Restored under seat gas can in blue or red $450. Condition (9).
NOS Candy Sticks, plain and beautiful $750. Restored PareHouse Clock and Grill
(1-10, rates at 9 ½). ID STAMPS . Reg members only $10, one time offer $8.
Empi Pull down with (VW). One time offer. Reg $200. Members only $100 with
hardware. Beer Pull with (VW). One time offer. Reg $125. Members only $95.
Vent Window Locks (Stainless Steel) Piece of mind. Reg $125. Members only
$95. Center arm rest in blue or white piping. (Your arm won’t fall of this one). Pipe
& chrome clamp. $875.00. Members: $775.00. Let’s trade. Call and let’s kick it
around. Contact Phil Weiner. 9625 SW 15th ST., Miami Florida. 33174. T: 305-5523982. Fax: Same. Call first.
VVWCA
must be typed or legibility hand written. ONLY VW parts, cars, toys or literature
will be accepted. No cars for sale newer than 1987 can be accepted. VVWCA
accepts no liability relating to the purchase of an advertised item.
ADVERTISING DEADLINE: All advertisements must be received prior to the
10th of the Jan, Mar, May, Jul, Sep, Nov for the following newsletter.
SUBMIT YOUR AD TO: Howard Query, VVWCA, PO Box 1842, Mason City,
Iowa 50402-1842, 641-425-7382, [email protected]
1973 VW Thing. Gas heater, 11,000 original miles. Excellent top. White spoke rims,
like new tires. Arizona car. Stored in heated garage for 2 years. Driven often last 3
years. New electric fuel pump. Full pump block off pate. New gear shift know. New
boom tube, no baffles. Numerous new parts. White comp. stripes. Have to see to
appreciate. Have tow bar. $9500 firm. 219-879-8761.
1971 Westphalia Camper. Very clean California camper with well-maintained,
1600-duel port engine. 123,835 miles. Comes with many extras; The original
ownership card with name or the original owner and the Northern California dealer
(who I personally knew), VW Maintenance Log Book that is stamped and recorded
up to the 100,000 mile service, factory side tent included and great condition with a
complete set of poles, and more! $15,500. Email: [email protected]
15
March/April 2015
Origins of VW’s Chic Car
Excerpt from “Styled for Success”
VW Trends, Sept, 2002
Photos Courtesy of Bob Shaill
The Ghia’s design is shrouded in controversy. At least
two designers have said they penned its compelling
shape and the car’s gestation was secretive: Virgil
Exner and Mario Boano.
Some writers agree. Peter Vack’s Volkswagen Buyer’s
Guide says, “It seems that a good deal Graham
Robson’s Volkswagen Chronicle, claims, “whether
[the Karmann-Ghia] was a copy of Exner’s D’Elegance
[sic] concept is less certain...Nonetheless, the cars had
obvious similarities.” Robson is probably incorrect
when he says, “Ghia added two front ‘nostril’ grills
for effect.” Ghia’s original prototype didn’t have grills.
Thus, it’s possible that Karmann created them.
Note: Photos of car are previous to July 1955
because they have no “nostrils” in the front, I make
that assumption because in July of 1955 the car was
introduced to the European press and 2 months later
the Frankfurt Auto Show. That design went to press so
to speak. I could be wrong and these photos could be
from the Frankfurt Auto Show and the nostrils hadn’t
been moved from the rear yet and hadn’t been added to
the front and the crest changed etc, but that didn’t make
sense to me.
firms and bought Carozzeria Ghia in 1944) creative
mind. Norbye’s evidence is powerful. Several Boanodesigned cars foreshadowed VW’s Ghia. These
include the Alfa Romeo 6C2500 S Convertible (1949),
the Lancia Aurelia limousine (1950), and the Gioiello/
Fiat coupe (1949). It’s more likely that the sultry VW’s
pint-sized Chrysler d’Elegance-look was Boano’s
rather than Exner’s.
Automotive historian Jan Norbye set the record
straight. In VW Treasures by Karmann, Norbye-who interviewed designers and checked documents-suggests that the inspiration for the car came from Mario
Boano’s (who worked for several Italian coachbuilding
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Nevertheless, the plot thickens. Ghia built Chrysler’s
show car in 1953. Then, it built about 400 d’Elegance-like
GS-1s for Charles Ladouche’s Societe France Motors.
This Paris firm imported Chryslers and VWs too.
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March/April 2015
The rear view of the Karmann Ghias, very interesting, not only
because of the extra louvers, the license area is just slightly different
from the final version and the rear window and rear quarter window.
If you look closely you’ll noticed the rear window is a wrap-around
style not what it will be at all, very strange and both cars are made
that way.
Meanwhile, Ghia, whose commercial
director, Luigi Serge bought a Beetle from
Ladouche. Within five months, Ghia built
a prototype on this Beetle’s chassis. Then
in the fall of 1953, Ghia presented their
VW to Dr. Karmann.
Later that year, the vehicle was secretly
delivered to Osnabruck. During November
1953, Karmann presented the voluptuous
coupe to Dr. Feuereisen--VW’s vice
president--and Nordhoff. According
to Norbye, Feuereisen’s reaction was
visceral: “Now that has class!” Nordhoff’s
response was more reserved when stating
that it was “a very beautiful car, but
The same car as at the show but an earlier front bumper, a split style much too expensive.” Dr. Karmann then
bumper, very cool looking if you ask me. Also note that in this picture questioned, “how can you say that? I have
and another from the show you can notice the Karmann Ghia crest not even told you what it costs.”
on the side of the car is fit into an indention in the fender on each
side, very classy looking, too bad that didn’t get into final production. Dr. Karmann made an excellent offerand
You might also note the taillights on all the prototypes are not as Nordhoff sealed the deal. Karmann would
tall and also a little wider it appears. Also another big difference is build it and VW would sell it. Modifying
no “nostrils” in the front but in the later prototype, there are those the Beetle’s platform and testing the
prototype commenced. Later, production
nostrils in the back to each side of the license plate, odd!
tooling was ordered. In June 1955, the
first unnamed Karmann coupe was born.
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a modified Beetle exhaust with tailpipes at each end.
Things sold for $2,700 to $2,900 at the time. This was
only a fraction less than the price of a modern watercooled vehicle, making sales limited. In 1974 Ralph
Nader introduced a vehicle safety bill to Congress that
the Thing would not pass, resulting in the withdrawal of
the Thing from the US market.
The Volkswagen Thing (Type 181 & 182) was created
from a hodge-podge of Beetle, Bus and even Ghia parts,
proving that it was aptly named as the “Thing.” Learn
the history of this multi-purpose vehicle, from military
use to joy rides. You may be surprised by the history of
this versatile Volkswagen!
Manufactured in Wolfsburg, West Germany (1968–
1974); Hannover, West Germany (1974–1983); Puebla,
Mexico (1970–1980); and Jakarta, Indonesia (1973–
1980), the Type 181 shared some of its mechanicals
with the 1966-1977 Standard Beetle and the floor pans
of the Karmann-Ghia. Its similarity to the Type 82
Kubelwagen that had been used by the German military
during the Second World War is obvious to anyone who
looks at it. This vehicle weighed 1,920 pounds and held
up to four people comfortably. It had a manual 4-speed
transmission that accelerated from 0-60 mph in 23.2
seconds.
There were more than 90,000 181s and Right Hand
Drive 182s produced from 1968 to 1983. Approximately
50,000 of these were sold to NATO countries between
1968 and 1983. Mexican manufactured 181s were
available for purchase from VW dealerships in the United
States in 1973 and 1974 only. The 1973 models having
an ‘eberspacher’ gas burning heater located under the
hood. 1974 models utilized Beetle heat exchangers with
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Between 1968 and 1970, 181s utilized reduction boxes
at the rear as used on the pre-1967 split window Bus and
a 1500cc single port engine. From 1971 to the end of
their production, the engines were 1600cc dual port with
I.R.S. (Independent Rear Suspension).
IRS Things are easier to drive on the road, but the early
swing axle models have better traction off-road. Military
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181s invariably had limited slip differentials in the
transmission. Civilian models were available with or
without a limited slip diff. Volkswagen utilized as many
parts as possible from the Beetle in production, making
Things easy to maintain and mechanical parts easy to find.
Things to assist with ground clearance.
From 1980 to 1983, Volkswagen 181s were for sale solely
for government utilities or military use. Their service
in the military continued into Operation Desert Storm.
Sand rails using 181 parts (not the body) were produced
for Special Forces use behind enemy lines. These DPVs
(Desert Patrol Vehicles) were produced by independent
The front brake drums are from a 1965-1967
Beetle;post-1970, the brake shoes are 1968 to 1977
Beetle both front and rear, the wheel cylinders and
master cylinder are all 1968-1977 Standard Beetle. The
engine is essentially a 1600cc dual port Beetle (Code
is AM or AL) with a larger air filter set to one side
using the rubber intake pipe from a 1961-1967 Bus or
Karmann Ghia.
Left: This rear window was modified for support and to
create a split window effect. Note the elongated muffler,
as this one has a Type 4 engine. Right: This one is a right
hand drive 182.The engine has low compression pistons
to enable the use of lower quality fuel and has a steel
grate style sump guard.
The wheels are 14” diameter 5/205 Lug pattern used on
the 1963-1971 VW Bus. The front axle beam comes from
a 1966 Beetle with braces to the floor pan for additional
strength. Perhaps one of the few unique features of the
Thing, the ball joints are exclusive to Things to assist
with ground clearance.
The engine has low compression pistons to enable the
use of lower quality fuel and has a steel grate style sump
guard. The wheels are 14” diameter 5/205 Lug pattern
used on the 1963-1971 VW Bus. The front axle beam
comes from a 1966 Beetle with braces to the floor pan
for additional strength. Perhaps one of the few unique
features of the Thing, the ball joints are exclusive to
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companies, not Volkswagen, and were intended to be
cheap, robust, fuel efficient and disposable.
The description: For sale at auction: Lot #913 - VW
only produced 25 of the Model 795 ‘Things’ in model
years 1973 and 74. This rare 1973 Thing is a complete
body off, ground up restoration by Larry Dustmann of
The Thing Shop, the largest Thing parts supplier in the
world. Every part and surface was replaced with new or
rebuilt parts and many parts have been powder coated.
Today, Things are fetching high prices when compared
to more exotic collectible vehicles. This is because
they are easy to maintain and incredibly versatile. The
convertible top, lift off side windows, lift off doors (a
set of doors can be removed in less than 2 minutes)
and folding windshield give the vehicle a multitude of
options without the use of a single wrench. In fact, many
of the customizing and performance parts available for
air-cooled VWs will work on a Thing, so that the owner
can individualize the vehicle even more.
It includes a new convertible top and frame, new
upholstery with powder coated seat frames, and new
side curtains. This car also has the completely rebuilt
rare and working Eberspacher BN-4 gas heater under
the front hood. This car looks and drives like it just
rolled off the assembly line, inside and out. New 73 VW
Jet-Glo Urethane Orange Paint done as original, not
over restored. Very low original miles car with under
7000 miles before rebuild. Complete body off rotisserie
restoration. Complete mechanical restoration including
engine and trans. Cad plated hardware as original.
Powder coated chassis w/bed-liner on under side for
sound proofing. New powder coated heavy duty top
frame by The Thing Shop. New saddle tan convertible
top and boot. New tempered glass sliding side curtains
with saddle tan trim. Two black fleece lined side curtain
bags. Powder coated original seat frames with OE seat
pads and covers. OE Floor mats. Kubel hardwood duct
boards. Shown bar cage with protection padding by The
Thing Shop.Rare optional dual air cleaners, new OE
bumers front and rear.
Perhaps the biggest failing on the 18 is bodywork. It
is common for the floor pans and rockers to fail (the
rockers are a box section and tend to rust out from
inside). While mechanical parts are inexpensive, body
and top parts can be prohibitively costly due to the low
numbers of units manufactured.
The Volkswagen Type 181 was given many different
names, depending on the variation or market. Here are
just a few examples of the VW Type 181’s names:
• Volkswagen Type 181
• Volkswagen Type 182 (Right-hand drive)
• Volkswagen Thing (US)
• Volkswagen Camat (Indonesia)
• Volkswagen Safari (Mexico; early Mexican Safaris
had reduction (boxes)
• Volkswagen Trekker (UK)
Hold on to your Thing?
At the 2007 Scottsdale auction, Barret-Jackson sold
a 1973 VW Thing for $41,800. According to the
description, “every part was replaced with new or rebuilt
parts” which makes one wonder whether this can still be
considered a 1973 model ……
Since this “record sale” in 2007, the price of 1973
Things has steadily come down, with the highest sale in
2014 only a meager $17,500 according to Conceptcarz.
com (based on 59 auction sales).
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VolksWoman Stories by Lois Grace
East Coast VS West Coast
I frequently find this computer in Rant Mode, and for
some reason I am powerless to control it. It’s doing this
again today. I’ve said before that I would stop writing,
probably, if life didn’t give me such great inspirations for
my stories. But they just keep coming. Lately, I’ve been
having a debate with some friends about who has the
“easier” time restoring a vintage VW: East or West coast
folks? This is a subject near and dear to my heart (after
having restored two vintage Volkswagens) and bound to
spark controversy no matter where you live. Of course,
no matter which side of the U.S. you inhabit, you’re
bound to think the other guy has it better/easier/cheaper.
It’s strange, but I seem to hear this lament most from
the Easterners. That could be due to the fact that West
coast folks probably know they have a better assortment
of vintage cars here to choose from when they consider
a restoring an old VW, and wisely decide to keep their
whining about various things associated with the project
to themselves.
massages, and inline skating. While the popular notion
of Californians being totally nutsoid (and the strange
behavior of some natives) doesn’t lend credibility to
those of us who live normal, everyday lives here in
LaLaLand, it shouldn’t make any less credible the many
fine VW hobbyists who make their home here. These VW
hobbyists - myself included - work very hard to restore
their cars. I was born here in California and not counting
a brief three-year stint in Boston (which I do not care to
ever repeat - Massachusetts is a great place and I loved
every minute of my three years there but I was only 5
years old, an age when you can still appreciate being
snow-bound) was raised in the Bay Area. Contrary to
popular belief, it DOES rain here in California, can get
quite cold at times (19 degrees for a full two weeks in
the winter of 1990) and of course we have to deal with
those nasty earthquakes looming around every corner.
A two-week cold snap is surely nothing to compare
with the below-zero temperatures those in the East face.
But let me set the facts (as I see them) straight here:
nice, restorable vintage Volkswagens are hard to find,
EVERYWHERE. Including California. We probably do
have more vintage VW’s here to choose from, given the
fact that most of them do not rust away into thin air the
way they can in other parts of the country. But we have
major traffic here, and theft, and I would venture a guess
that we lose a significant number of very fine, restorable
(and restored) cars to both each year. So, if our cars aren’t
reduced to wet, red dust by rust, they are being stolen
and parted out, shipped overseas, or they fall victim to
some terrible accident that leaves them unrepairable.
I will allow that we start out with the better vehicles,
probably, due to the fact that we have no salty roads
here in winter and our cars last longer. We definitely do
not have the rust problem other areas do, but a 40-yearold car in California is still 40 years old - certainly not
brand new! That is NOT to say we don’t have rust or
know what rust is! Another minor advantage I would be
willing to admit to is the fact that we don’t have to pay
In the vintage VW hobby, who does have it easier: East
or West coast? Now, “easy” is a relative term so let me
explain what I mean by that. At the risk of annoying (or
at the very least offending) anyone living on the right
side of Reno, I will attempt to describe things from a
California standpoint (which should be enough by itself
to really annoy most people). I hear a lot of squawking
from East Coasters about how easy we here on the West
side of things have it. Apparently, all of us in California
(or Arizona, and occasionally, Oregon and Washington)
have vintage Splits, Ovals and Buses (not to mention
all the Hebmullers and Type III’s) parked just around
every corner, all of them rust-free and completely
restorable with just the flick of a wrist. We all make
millions of dollars a year, at jobs that we really love, so
for us, money is no object. Parts houses abound here,
everything costs just pennies, body shops and expert
help are so plentiful that you practically trip over them
on the way to the Safeway, and everything else is easily
available to us with merely a phone call. Yeah, and the
moon is made of cheese. SIGH. It is plain to me that
those Easterners who think this way have never visited
us here in “rust-free” ( another common misconception)
California. I am getting a bit weary of the way the rest of
the country perceives us “wacky” Californians.
Sure, California is the land of past-life regression,
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VolksWoman (cont.)
as much to get mail-order parts sent to us, given the fact
that shipping costs less if you live in the state where the
parts house is located. But we still pay to get whatever
we need sent to us!
the people either don’t know what they have or don’t care.
Neither is true here in the Golden State. Everyone hangs
onto everything, regardless of its worth at the moment,
because it MIGHT be worth something someday. Even
I’ve done this! Heck, I’ve even got 4 plugged-up 40hp
intake manifolds in the garage right now, because
someone might need them, sometime. Two of my cars are
36hp, the other is a 1600cc single port. What on earth do
I need with FOUR (plugged-up, remember) 40hp intake
manifolds?? I’ve learned the hard way to hoard this stuff :
taillight lenses for ‘59 Transporters that used to sell at the
dealer for $8 each (when I was in high school) will now
go for $300 for the pair, if you can find them at all. You
just never know.
I suspect a lot of this East vs. West antagonism springs
from the fact that Easterners just aren’t conveniently
located close to a big source of restorable cars. I know
I’d be resentful if I was a geographically-challenged
restorer. I would imagine that those people living in the
Eastern US who want a vintage car to restore probably
find that candidate easiest by making a trip West and
buying one from our area. In fact, in looking through all
the nationally-distributed VW newsletters I receive every
month, there seems to be at least one ad for someone
looking for a West-Coast vehicle. We have far less
distance to travel to find that car, since we are already
here! But that’s not because we (most of us) CHOSE
to move to the WEST coast so we could more readily
find restorable cars. No, most of us ended up here by
sheer fate or accident. Like myself, a vast number of us
were born here; the rest migrated for jobs, housing, or
whatever. Don’t sit in Maine and whine that we have it
so easy here - come and (what am I SAYING???) join us!
All this whining about how great Californians have it is
tiring. I haven’t expressed this particular opinion before
because it’ll easily get my head snapped off by irate VW
collectors everywhere, and if you think whining is tiring,
try living without a head. Of course, I still think the vast
majority of VW collectors think of all of us - regardless
of where we live - as one big Volkswagen-loving family
and would do anything to help anther collector out. At
least, that’s been my experience. I still think we are some
of the best people around. While there are a few that will
whine and gripe and complain, I still believe they are
only a small fraction of our “family”.
Assuming that you now have your restorable vintage VW
- no matter which side of the US you live on - the time
has now come to begin the work. So, you shop around for
body shops, spend weekends dismantling your prize, and
spend countless more hours poring over parts catalogs,
again bemoaning the fact that all of us in California have
it so much easier. HOW?! Does a paint job cost less in
California? Do we have more swap meets here in the
West? Are tires (and parts) cheaper to ship (assuming that
you want that correct set of wide whites for your Oval
and order them by mail) to California than they are to,
say, New York? Are body shops and good mechanics and
NOS or repro parts more expensive on the East coast? I
don’t think so. If anything, most of the really great deals
(if you listen to the people that tell me these things) are
to be had on the East coast. And why is that? As I see
it, it’s because all of the rare, valuable stuff (and even
some not-so-rare but very needed parts) here in the West
has already been bought and sold fifteen times over, by
various collectors making an obscene profit. I doubt very
much that here in California you’d ever run across an “old
guy at the local swap meet” with that coveted Hazet tool
kit (complete with tools, of course) for some unbelievably
low price. Deals like that can only be had in places where
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Hey, my computer has just told me that “Rant Mode” is
over - it’s back to normal now, whatever that is. You’ll
pardon me, I hope, as I have work to do. After my mud
bath, I’m going out to unplug those $500 manifolds.
You WILL call if you’re in need of one, won’t you?? I’ll
give you a good deal.
Fixing Saabs VS. Fixing VW’s
-A Comparison
Story by Lois Grace
THE BREAKDOWN:
SAAB - Conks out anywhere it pleases, usually with a
great gush of coolant and/or whapping of broken belts
for which you are not carrying a replacement. Will not
care about the weather and/or location, will merely
expire anywhere it feels the urge. Freeway off ramps,
intersections, and bank drive up windows are favorites.
VOLKSWAGEN - Will rattle gently to a stop after
picking its place carefully (doesn’t want to leave you
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March/April 2015
in a bad or dangerous spot). Sometimes will give odd
warning signals of its malaise. Occasionally, even after
dying in a safe place, will try desperately to fire up
once more and get you on your way. These bursts of
loyalty, while appreciated, rarely prove successful.
THE TOW:
SAAB - Will require the use of a large flatbed tow
truck, due to its ignition-mounted locking gear shifter.
(most tow truck drivers will not know or care that it’s
perfectly fine to pick up the front wheels and tow it this
way and will refuse to tow the car instead) Car might
dig in its heels and refuse to climb aboard the flatbed,
should one ever be available. Most flatbeds are nearly
always “out of service” or 200 miles away when you
call with a dead Saab.
VOLKSWAGEN - Will ride behind nearly anything,
even another VW. Towing with a tow bar and Vanagon
or Bay window Bus is the preferred method, but if
the use of a professional is required, the VW gets a
particular thrill from being on the aforementioned
unavailable flatbed. Will wait forever in the freezing
rain for the tow, and never complain once.
for a second mortgage of his/her home to cover the
cost, or will begin mending fences with their family
in the hopes of securing a small loan from relatives. In
either case, it is likely that they will still be paying off
the loan when the car in question decides to suddenly
heave to a stop once again.
VOLKSWAGEN - Usually (but not always) the bill
for VW repairs is easily paid with whatever change
you can find under the floormats and rear seat. When
more costly repairs are required for a VW, a check
or credit card is produced and several thousands of
miles of reliable, trustworthy service begin again. In
fact, typically a VW will function so well for so long
that the owner begins longing to spend his money on
something, so goes directly out and buys the alloy
wheels or stereo he’s been longing for.
THE REPAIR:
SAAB - Requires vast amounts of technical knowledge,
expensive one-of-a-kind tools, and someone named
LARS or DIETER. Massive infusions of cash help speed
things along but don’t always guarantee a long-lasting
result. Large mechanical failures will need installation
of expensive, one-of-a-kind parts, usually only found in
specialty catalogs or other junked Saabs. Other junked
Saabs are nearly always located in junkyards far from
your home, and only open on every other Tuesday.
VOLKSWAGEN - Repairs can be made by anyone
with any name and nearly any tool. (something pointy,
something sticky and something big and heavy are
good things to carry with you) Sometimes do not even
require towing to a shop or garage; repairs by the road
where it stopped are common and work nearly as well
as the Real Thing. Parts can be had nearly anywhere check your local Safeway in the “hardware” aisle and
you may find a VW part or two.
THE AFTERMATH:
SAAB - Owner finds himself/herself sitting on the
freeway on-ramp, dialing a flatbed tow truck that will
not show up (because it’s out of service). Car wears
brand new alloys.
VOLKSWAGEN - Owner finds himself/herself sitting
happily behind the wheel, watching the numbers on
the odometer going around and around and around and
around and around ..................................
FINAL NOTE:
This is not meant to be a critique of Saabs or their merits
(or lack thereof). My Saab and I motored happily for
18 years and more than 90,000 miles - and I remain a
devoted fan of the Saab. He was a great car. He was also
a car that was not for the faint-of-heart: repairing Saabs
is much, much different than repairing a Volkswagen
(the only car I really have any experience working on).
I got tired of being “different”, and that is why my
Saab went home with a new owner last year. I hope his
new family is enjoying his unique brand of quirkiness.
AND, THE REPAIR BILL:
SAAB - Upon receipt of the repair bill or invoice, the
Saab owner is likely to do one of two things: faint,
or burst into hysterical tears. (I have been known to
do both) Once recovered, the owner will either apply
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VOLKSWESTON 2015
By Mike Epstein
The Mo-Kan Volkswagen Club celebrates its
30th Anniversary this year at VolksWeston 2015
on Saturday, May 16. Again the antebellum town
of Weston, Missouri was host to our club and
sponsors to see through another fantastic show,
thanks to the town of Weston for having us here!
We understand it isn’t a joy for all the merchants
that we take over a portion of the downtown area
so we really want them to know how much we
appreciate the beautiful setting allowed our show.
And of course the show wouldn’t be possible
without all the volunteers from the club, thank
you and thank you to our sponsors; Mid-America
Motorworks, The Samba.com, The Vintage
Volkswagen Club of America, The City of
Weston, Missouri, Bud Brown Volkswagen, Molle
Volkswagen, Flathead, KC Dubs, MST (VW Parts
Online), & Wolfsburg West.
Our raffle this year will benefit a local area
business called The Farmer’s House out of Weston,
MO. The Farmer’s House mission: “Embracing,
Enhancing, and Supporting the Lives of Youth and
Adults with Developmental Disabilities.” Some of
the prizes that were
given away were a
full size VW Bus
Tent, Craftsman Roll
Away Tool Chest,
Craftsman
Floor
Jack, Jack Stands,
and Creeper, and a
covered swing like
for the porch or yard.
Many other smaller
items as well.
A beautiful day in
the Missouri River
Valley along the
border
between
Kansas and Missouri,
a typical mid-May
day, cool to hot,
high humidity and a
stray shower on and
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off. Didn’t keep a soul away as we had 150 spots in the
downtown area to use and they filled up quickly into the
overflow area. Fair size swap area for this show and a
pretty good size valve cover race with at least 8 or more
entries. The winner from the last several years had to
retire his racer because it was too good and attendance
was down due to the competition.
Good assortment of different types of cars in all forms
of being either restored or returning to the earth. which
seems to be so popular these days, the jury is still out on
that one for me. One highly modified Rat-Rod was a real
head turner as there were many really nice cars and for
me, a couple of really nice vintage cars, stock! One of
my favorite parts of the show is seeing the friends from
out of town that I only see here and maybe in Eureka
Springs in August, there was a few I missed this year too.
Another wonderful thing about this show is that we
camping set up just a couple a miles from the show, from
what I understand it’s a real nice area and just down the
road. I also heard it got a bit scary the night of the show,
we had quite a little rainstorm pass through, but isn’t that
part of camping in a VW? Anyway, makes it nice if your
coming from a distance so don’t forget to put us on your
calendar for next year.
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