The Volkswagen Beetle: An Enduring Legacy

AUTOMOTIVE RESEARCH LIBRARY OF THE HCFI
Major support by the Ellen Browning Scripps Foundation
Summer 2014
“The Information Place”
Volume 16 #3
The Volkswagen Beetle: An Enduring Legacy
In our last article titled “Auto Design
and Coach Building” we touched upon renowned auto designer and engineer Dr. Ferdinand Porsche, and his many contributions
to the automotive industry. After doing all
the research for that last article, I thought an
article might be in order chronicling one of
his most iconic and enduring designs – the
VW Beetle, and it’s almost impossible journey - from a simple idea that the average
person could afford to drive a car that was
both reliable and efficient if engineered correctly - to quite possibly the most recognizable car ever developed.
The VW Beetle is no doubt recognized
world-wide for its ubiquitous design. It’s
been the workhorse for budget-minded college students, ambitious minimum-wage
earners who just entered the workforce, as
well as creative hot rod enthusiasts who
have taken the famous bodies and done everything imaginable to them: from cutting up
several of them and welding them into limousines, to cramming Chevrolet 350 motors
into them for drag racing purposes. They’ve
been adorned with custom paint jobs that
cost more than some of them were worth;
some have their suspensions modified to
ridiculous proportions to accommodate extreme off-roading (aka the ‘Baja Bugs’ popular in the deserts of the American Southwest.) The truth is the “Bug” design was so
good that it could be modified in every way
First production VW circa 1939
conceivable - and still maintain its identity.
Very few cars are that versatile; even fewer
are that universally recognizable – not only
by sight, but sound as well.
Having personally grown up during the
1970’s and 80’s, the VW Bug was everywhere. Most of my friends that owned them
had inherited them from their parents (who
hadn’t the heart to get rid of them for nostalContinue on page 2
Library receives another large book donation
It’s September, and so far it’s been a
busy year here at the library. We’ve taken in
quite a few donations of books, magazines,
and memorabilia. We’d like to go ahead and
Library at Hershey
In Chocolate North Field
C4F5
say a quick thank you to those who made
those generous donations: San Diego Gas &
Electric, B. Rockwood, B. Campbell, G.
Long, J. Windle, L. Shrum, J. Mauleg, P.
Reed, H. Lanahan, and any that we may
have overlooked – many thanks to all of
you! It is your generosity that enables us to
grow and expand each year.
Growing and expanding is indeed the
case, as the library has been graciously ofContinue on page 6
Up Coming Events
September 28: Santa Fe
Concorso, at The Club at Las
Campanas, Santa Fe, NM
October 8 to 11: Hershey Fall
Swap Meet, Hershey, PA
October 26: Car Classic 2014 —
Art Center College of Design,
Pasadena, CA
November 12, 9:00am: Board
Meeting at the Library.
La Mesa, CA
February 20-22, 2015: BIG 3 Parts
Exchange, San Diego, CA
March 19 & 20, 2015: Pre-War
Swap Meet, Chickasha, OK
April 10 & 11, 2015: Bakersfield
Swap Meet, Bakersfield, CA
The Volkswagen Beetle: An Enduring Legacy Continued from page 1
gic reasons) or saved up summer job money and found just the right one out of the
classified ads in the newspaper (remember
those?) only to spend every penny earned
and every spare moment available in the
garage working on making their Bug not
only an accurate reflection of their personality, but the coolest car in the parking lot
at school. Truthfully, the affordability of
the Bug and its abundance in the automotive marketplace made it a suitable first
vehicle for many, although it should be
noted that the Beetle will almost always
sell for more to a second owner than it did
to the first – an accomplishment few other
vehicles can boast.
The origins of the VW are well-known
to most auto enthusiasts, but to the layman
on the street, it might be surprising to find
out the extraordinary circumstances of how
the “Bug” came to be. At the risk of revisiting Porsche’s past again in too much detail, it’s imperative to note that it had been
his goal (even prior to WWI) to create an
affordable vehicle ‘for the people.’ He bristled at the seven and eight liter behemoths
that were the norm, and seemed to serve
only the very wealthy (who were the only
people that could afford the enormous costs
of maintaining them).
As it turned out, the economic impacts
felt throughout Europe following WWI
forced many to reluctantly switch to cars
that were smaller and more economical,
which Porsche intended to further capitalize by taking on the design issues head-on
and approaching the design of the car (and
re-design of the idea of cars in general)
Porsche's personal Wanderer prototype circa 1932
from a completely revolutionary standpoint.
Intrigued by the ‘small cars’ of the
day which included the Austin, Citroen,
and Renault, and the problems that arose in
small-car design– particularly after many
visits and conversations with longtime
friend and designer for the Czech firm Tatra, Dr. Hans Ledwinka - he plotted a
course to change history.
Focusing on maximizing space, minimizing weight, and optimizing performance
not only in the engine but also in the suspension and electrical systems, the features
of what he deemed ‘The People’s Car’
would sport a rear-mounted air-cooled en-
A VW Bug Limo (Courtesy of Flickr.com)
2
gine, independent suspension, the swing
axle, and a tube chassis. The Volkswagen
would incorporate all of these features.
Following the opening of Porsche’s own
engineering firm in 1930, the idea then
known as ‘Project Twelve’ or “Small Car”
was put into motion. It was the birth of the
VW Beetle. Much of that early design is
still evident in the Volkswagens seen
everywhere today.
The target top speed was 60mph, so
the car had to be light and aerodynamic,
minimizing wind resistance. The rearengine design allowed easy production,
passengers to have more room between the
axles, and the ability to forgo a long
driveshaft. To achieve even weight distribution, the tires were set in a “four-corner”
configuration, and a ‘flat’ or opposedcylinder engine with an integrated transmission and differential was adopted. To
avoid a heavy box frame, he opted for a
lighter, more rigid tubular frame with a
central backbone and outriggers, as well as
a swing axle in the rear and trailing arm/
torsion bar suspension in the front of the
car.
After initial sketches, Porsche set out
to find financing for prototypes. The first to
throw their hat into the ring were the Wanderer motorcycle firm, where prototypes
(known as the Zundapp type 12 or Volksauto) were drawn up and put into production.
Of the three developed (all of which
showed little resemblance to what we know
now as the Beetle), one actually became his
personal car. After poor initial test results,
it was decided that Dr. Fritz Neumeyer,
The Volkswagen Beetle: An Enduring Legacy Continued from page 2
Last Surviving NSU Type 32 Volksauto Prototype
head of Zundapp Motorcycles, would focus
on motorcycles entirely due to the surge of
interest in them during the Great Depression. He terminated their agreement and
released all rights for Project 12 to Porsche.
The next to court Porsche was the Bolshevik nation of the USSR, who wined and
dined him in hopes of him being the designated state auto designer for the Russian
Empire. Tempted by promises of his own
factory and unlimited funds and resources,
he inevitably chose to turn them down (not
wanting to move his life and family to Russia), returning to his homeland. He then
turned to another motorcycle firm, NSU,
and pitched his ideas to their managing
director Herr Fritz von Falkenhayn, who
liked what he saw and agreed to produce
another three prototypes. Production began
on the NSU Volksautos in January of 1934.
While the testing of these prototypes
went well, Porsche hit yet another roadblock when he found that NSU had agreed
to sell its automotive department to Italian
Fiat to develop only motorcycles. Under
the terms of that agreement, Porsche was
again let go, though still retaining his
rights. He was confident now that the prototype testing had been successful, and
knew he needed to be patient; the right situation would come along. In 1933, it did –
under the most unlikely of circumstances.
Shortly after becoming Chancellor of
Germany in 1933, Adolph Hitler (an avid
auto enthusiast himself) began chants in
rallies of “a car in every family,” seemingly
mirroring Porsche’s idea of a ‘people’s
car.’ Hitler also hung national pride on the
winning of auto racing competitions. Under
these auspices, Porsche was summoned to
Berlin for a secret meeting. He was instructed to follow Hitler’s criteria for developing a small car and prepare a memorandum to the Government. Fortuitously for
Porsche, his criteria were the following:
Speed, economy, room for family, air cooling, and a low price. Refining the NSU
design, Porsche submitted his memo in
January of 1934. Then he waited.
He was commissioned to again create
three prototypes for the Nazi Government,
'Baja Bug' (courtesy of flickr.com)
3
and despite inadequate funding and only
ten months to complete them, he succeeded
in creating the VW series 3 – a full twenty
eight months later – a testament to his indifference to the Nazi regime. The prototypes were turned over to the Nazis on October 12, 1936. Testing went well, and all
seemed right – with the exception of the
weight of the car, which did not met Hitler’s specifications. By replacing cast iron
with expensive alloys however, the price
skyrocketed, and Hitler, along with the
entire Society of German Automobile Manufacturers balked, fearing bankruptcy or
worse if they did not first establish a separate company to develop the people’s car.
With Nazi backing from the Party Labor
Organization, a Nazi-owned company was
commandeered and Porsche was installed
as head of the Board of Directors.
‘The people’s car’ was now ready to
begin production on a full scale, and the
Wolfsburg Factory (which featured tools
and machinery secured in the United States
as well as American-trained German engineers summoned back to the Fatherland to
work for the Nazis) was now a reality.
Since there was no budget ceiling, Porsche
could perfect all the imperfections, and
produce the car he had dreamt about for so
long. What was once the Series 30 became
the Volkswagen Series 38; it was approved
for production by Hitler, and was publicized to the German People as the KDF
(the German interpretation of the Acronym
“strength through joy,” which was the Labor Front’s slogan). Critics dubbed it ‘the
The Volkswagen Beetle: An Enduring Legacy Continued from page 3
ugly duckling.’ But it was not meant to be
– yet again.
As Hitler plunged the country into
World War, the ‘people’s car’ was almost
forgotten. Porsche’s focus became allencompassed by the war effort, and the
production of the Wehrmacht VW chassis
was limited to military applications utilizing many body styles, where it performed
unfailingly under the harshest of conditions. It wasn’t until after the war, where
reparations and outright looting decimated
Germany’s machine-making capabilities,
that resourceful Germans – needing cars
and trucks – started scavenging from military vehicles left behind and crafting their
own bodies around the mighty VW chassis; craftily using fuselages from downed
aircraft and abandoned transport vehicles,
trading parts, and racing – a temporary
diversion from the horrors of post-war
reality in Germany and an attempt to resurrect their national sport. It appeared in at
least one aspect, the VW was in the hands
of the German People, and the VW chassis
became the spark that reignited motorsports in Germany.
Meanwhile at the Wolfsburg plant, the
British had put former employees back to
work by converting the factory into a British maintenance depot, and the VW’s that
were pieced back together were used by
high-ranking British officials for personal
use. The Beetle’s performance caught the
attention of the British, and samples were
sent back to England for consideration of
mass-production under British rule. It was
agreed that the factory be rebuilt instead of
dismantled, but they came to the fantastic
conclusion that the VW was not worthy of
manufacture. They began searching for
someone to spearhead the resurrection of
Wolfsburg, and decided on Heinz Nordhoff, arguably the most qualified person
for the job – his technical expertise was
well-known and renowned in Germany as
well as in England as an aero-engineer at
BMW and later at the Opel plant, which
was owned by the U.S.’s General Motors.
Having been trained in the American
tradition, Nordhoff was reluctant to take on
the job – he disapproved of the concept of
small cars and had looked down on the
idea of the KDF car as ‘cheap and unfair
competition’ – not to mention that he had
never even driven one of them. Like Porsche, Nordhoff’s Opel plant produced military vehicles for the war effort reluctantly,
and was never a member of the Nazi party,
viewing his dealings with them with disdain. He decided to take the job to avoid
hard labor in the U.S. zones of occupied
Germany, and to prevent his family from
living hand to mouth. His ace in the hole
was that Wolfsburg had escaped any direct
bombing (although looting had reduced the
plant’s machinery to little or nothing), and
was already producing small amounts of
cars for use by British officials. Despite
the fact that he was on his own, would be
getting no government support in the new
free-market system, he jumped in head
first, and the scorn that he initially held for
the KDF car for challenging all German
auto manufacturers in the past faded, and
the VW soon became his passion.
4
When Nordhoff took the reins, the
British were actually relieved, having attempted unsuccessfully to manage Wolfsburg themselves, then offering it to every
Allied country, all of which subsequently
turned down the offer. After all, it was a
strange-looking car to most, not to mention
the fact that it was developed ‘by the Nazis,’ which garnered it a stigma that would
be virtually impossible so shake. Nobody
even wanted to touch it. In fact, in March
of 1948, two months after Nordhoff took
over Wolfsburg, a meeting was held by
British Colonel Charles Radclyffe to pitch
the plant to Henry Ford II – for free. In
attendance was Ford, Radclyffe, and Ernest Breech, chairman of Ford’s German
and British subsidiaries, and Nordhoff.
When Ford asked Breech what he thought
about Wolfsburg, he replied: “Mr. Ford, I
don’t think what we are being offered is
worth a damn.”
Two years later after being released
from a French prison, Wolfsburg was visited by its father, Ferdinand Porsche, at the
request of Nordhoff. He told Nordhoff it
was exactly what he had envisioned all
those years ago. Nordhoff had turned the
vision of Porsche’s Type 38 into a reality
at last – now known as ‘Type 11.’ Although it was difficult to manufacture cars
with limited machinery and even less modern manufacturing equipment, Nordhoff
managed to export enough cars (mostly to
Switzerland and Belgium, where postwar
currency was freely convertible) to finance
new machinery a little at a time. Utilizing
his experience from Opel, he focused on a
plan to install service facilities in every
country he planned on selling the
Volkswagen prior to the delivery of the
cars – an unprecedented move in the industries’ history. It was his belief that “a
car is no better than its available service
facilities.” It was a gamble that paid off, as
it proved to be the most valuable promotion possible for the VW. Despite the animosity that most countries held for Germany, the Beetle became its ambassador of
goodwill, and the world would soon fall
head over heels for it.
It is ironic that a vehicle with roots
firmly planted in socialism would inevitably grow to become the symbol of democratic free-enterprise. What is miraculous
about Volkswagen is the fact that it financed its own expansion under the superior supervision and management of NordContinue on page 7
Vehicle service information available on the website...
These pages are from Automotive Trade Journal, September 1934. These publication were published to keep mechanics up to date
with service tips. They are great guide to any mechanic working on vintage vehicles. Other online periodicals include The Automobile,
Automobile Industries, Automobile Topics, Cycle and Automotive Trade Journal, Horseless Age, Motor, Motor Age, and Motor World.
These periodical are on the website and available to all members of the Automotive Research Library of the HCFI.
American Automobile, The Auto-Motor Journal (England), and Motor Traction (England) will be added to the website when scanning
is completed.
Membership
Renewals
start in
October
5
Library receives another large book donation
fered a donation of approximately several offered the entire collection.
thousand automotive-themed books from
The collection of books (in 122 storage
Joel Dethlefs of Berlin, Germany; a former boxes), is now at the Library, waiting to be
engineer at the Jet Propulsion Laboratory inventoried. A quick sneak-peek in to several boxes indicated that there are many racing books in the collection as well as very
rare historical automotive books, and will
definitely be yet another great asset to the
Library - in both quality and quantity.
It appears that in addition to the many
wonderful donations we have already received this year, this could be the most significant. It seems that this donation might in
fact double the book inventory of the library – much as the John Lothrop donation
did a few years ago. Needless to say, we’ve
been quite excited by this news – but with
that excitement came some apprehension –
and the inevitable question: how are we
going to fit all of it into the library—and
where?
Having asked that question, we began
preparing for what we knew was coming
three months in advance; moving and redis-
(JPL) of Pasadena, California, and a former
member of the Society of Automotive Historians (SAH). After retiring and moving to
Berlin over six years ago, Mr. Dethlefs had
placed seven crates of personal items in
storage for “a couple of months.” He then
decided that the crates needed to be dealt
with.
To that end, he then sent an email out
to SAH members in southern California,
informing them that he was looking for a
charitable organization to donate his book
collection to. I was fortuitously forwarded
the message, and sent Mr. Dethlefs an email
expressing my interest in it. After exchanging several more emails, the Library was
6
Continued from page 1
tributing everything we could to make room
for all the boxes coming our way – even
before we knew we were actually going to
receive them. In light of this new donation
and its size, we also put in a request to expand the now two-year old shelving units
we had erected in the library to accommodate the Lothrop collection (which was approved), which means more construction,
more expansion, and more items for all of
our members to research and enjoy.
There should also be a significant number of duplicate books that will be placed
up for sale (to our members first, of course)
as well.
We plan on having the inventory on the
new book donation and the shelving installed before Thanksgiving (a herculean
task indeed) provided all goes according to
plan. Seeing as how we began our preparations so far in advance, we should be right
on schedule. Even with all of this going on,
there is the Hershey Meet in Pennsylvania
in October, where Mac will be present and
representing the HCFI, fundraising and
gaining financial supporters and more new
members.
As for existing members, all will benefit from the new additions to the library.
However, with all this new expansion
comes quite a substantial price tag. It is
estimated that the additional shelving we
got approved to build in the library is going
to run around $9,000, not to mention the
man-hours it will take to do the inventory,
appraisal, data entry and labelling of the
Dethlefs donation that will soon be filling
this new shelving. Only a fraction of that
will be covered by proceeds from all of the
swap meets, car shows, and club meets we
Library
Continued from page 6
are about to undertake in the next several
months.
While we will always graciously accept book, magazine, and memorabilia
donations, the rubber really meets the road
with monetary donations – it’s what keeps
the gears turning and the library running
like a well-oiled machine.
Monetary donations are what allow us,
the Automotive Research Library, to be the
premier automotive research library west
of the Rockies, and following this donation, possibly the entire country. This is
where we must appeal to you, our members, for your tax-deductible donations, to
help fund this new ambitious project (and
any future projects) that will set the bar
even higher for research excellence, as well
as our goal to be the biggest and best automotive research library in the world.
Volkswagen Continued from page 4
hoff without any support from government
or stockholders – an accomplishment
unique in corporate history. When asked
about his ‘National Miracle,’ Nordhoff
replied “It annoys me greatly when people
speak of the miracle of the Volkswagen
factory. It doesn’t have anything to do
with miracles – only with work, consideration, and the knowledge how to go about
doing something. Work hard, don’t boast,
and be bigger than you appear.” – Kevin J
Parker
Bibliography & Photo Credits:
(1) Nitske, Robert W. - “The Amazing
Porsche and Volkswagen Story,” ©Comet
Press Books, 1958
(2) Nelson, Walter Henry – “Small Wonder: The Amazing Story of the Volkswagen,”
©Little, Brown & Co., 1965
(3)Post, Dan R. – “Volkswagen: Nine
Lives Later,” ©Horizon House, 1966
(4)Elfrink, Hank – “The Volkswagen
Complete Owner’s Handbook of Repair and
Maintenance,” © Clymer Publications, 1957
Note: All publications listed in the above
bibliography are available for research purposes and viewing on premises here at the
Automotive Research Library of the HCFI.
Next Board Meeting
The next Board Meeting will be on
Wednesday November 12th, 2014
9:00 AM
at the Library Office:
8186 Center Street, Suite F
La Mesa, CA 91942.
So, if you have benefitted from using
the research library for any of your research
needs in the past, we’re asking if you would
now help us, so that we will still be here to
provide for your research needs in the future. We know times are tough, but with
your help in the past, we’ve not only weathered many a storm, we’ve prevailed.
You’ve never let us down before, so whatever you feel you can do to help would be
most appreciated. We want to keep moving
forward, and we’re betting you want us to
as well.
If you are able and want to make a
donation to the library, do not hesitate to
call us, email us, or write us regarding the
particulars. We look forward to hearing
from you, and look forward to continually
providing you with the best research library
facility we possibly can. There will be more
information on the Dethlefs Collection in
the next newsletter after we have completed
the inventory and evaluation – a process
that we’ve been reluctantly putting off in
anticipation of cooler conditions to work (as
it has been 100+ outside for several days
this week and 85 degrees or higher in the
warehouse area with very high humidity
due to the remnants of Hurricane Odile.)
Thank you all for your consideration – we
will keep you posted on our progress in the
newsletters to come.
COMPLETE SETS GAZETTE &
VINTAGE FORD FOR SALE.
The HCFI has available for sale complete sets of the above magazines. We
also have many duplicates so if you
need to fill in your collection give us a
call.
Duplicates run 1939-1949 $15.00
1950-1959 $10.00
1960-1969 $ 5.00
1970-1979 $ 3.00
1980 up $ 1.00
HONORARY LIFE MEMBERS
Philip & Joy Reed
Marian Teague
Jeanne Deringer
Peggie Eccles*
Bill & Loraine Cuthbert
Paul & Dorothy Kettenburg*
Jack* & Gail Garrison
Mr. & Mrs. Ross Bewley
David & Sondra Gast
Donald & Margaret Miller
*deceased
7
Gifts In Memory Of:
Eileen Simpson
Gail Garrison
Emeral Lee Hill
George & Frances Sherman
Northern California RG HCCA
Robert Schneider
Gordon & Carolyn McGregor
Bill and Frances Pyle
State of Jefferson Antique Car Club
Walter Kuhn
Modesto RG HCCA
Edward Monson
George & Frances Sherman
Northern California RG HCCA
Louise Schneider
Northern California RG HCCA
John Hottel
San Diego RG HCCA
Gifts in Kind:
Joel Dethlefs
Santa Fe Concorso
Larry Schrum
Jean Harshaw
Cash Donation:
Don Sable
Nick Fintzelberg, Ph.D.
New HCFI Members:
Daniel Birch, Edmonton, Alberta
Colin Fort, Encinitas, CA
Mark Hunnibell, Yellow Springs, OH
Cindy Ionita, Los Angeles, CA
Bob McCoy, Danville, CA
Kenneth Parrotte, West Monroe, NY
Roberto Rodriguez, Mount Desert, ME
John C. Vander Haag, Sanborn, IA
Warren Westerholm, La Crescenta, CA
LIFE MEMBERS
Dr. Merl* & Joy Ledford
Philip & Joy
Steve & Blanche Gordon
Paul* & Dorothy* Kettenburg
Thomas & Kris Kettenburg
George & Frances Sherman
Jack* & Gail Garrison
Edward* & Jean Johnson
Don & Becky Sable
Nicholas Fintzelberg
Edward Meanley*
Ellen Browning Scripps Foundation
* deceased
LIBRARY INFORMATION
Horseless Carriage Foundation
8186 Center Street, Suite F,
La Mesa, CA 91942
Correspond to:
PO Box 369,
La Mesa CA 91944-0369
619-464-0301 Phone/Fax
E-mail [email protected]
Web site www.hcfi.org
HCFI 2014 Board of Directors
President Donald Sable, OK
Vice Pres. Greg Long, CA
Treasurer Thomas Kettenburg, CA
Secretary Gordon McGregor, CA
Public Relations Reid Carroll, CA
Director David Gast Ed. D., CA
Director Roberta Watkins, CA
Director Gail Garrison, CA
Director Nick Fintzelberg Ph. D., CA
Executive Director D. A. “Mac” MacPherson
Additional Volunteers & Consultants
Jay Watkins, Sr.
Diane MacPherson
Boyd Goddard
Gail Wilson
Newsletter Editors
D. A. “Mac” MacPherson
Established 1984
Chronicles of the Automotive Industry in America, For 1934
Production for the year: 31,573,512 passenger cars, 346,545 trucks and buses.
Wholesale value of replacement parts and accessories produced this year:
$299,879,633 — a 28% increase over 1933
Chevrolet produced its 10-millionth car to celebrate its 223rd anniversary.
Chrysler and DeSoto introduced Airflow design, with automatic transmission overdrive.
Roy Faulkner returned to Auburn as President.
Name of National Automobile Chamber of Commerce changed to Automobile
Manufacturers Association.
Graham offered a supercharger-equipped car.
Studebaker emerged from receivership.
Cadillac was the first to use a generator with current to keep battery fully charged
for loads.
D. E. Bates became President of REO.
Fred and Charles Fisher retired from General Motors.
M. M. Gilman became Pacard general manager.
REO offered gear shift on the dash.
Radio controls, built into instrument panel, appeared on several makes of cars.
“Wild Bill” Cummings averaged 104.865 mph. to win the Indianapolis Sweepstakes.
New Make this year: Lafayette.
From: A Chronicle OF THE Automotive Industry IN AMERICA, Published 1949.
Automotive Research Library
of the
Horseless Carriage Foundation, Inc.
P.O. Box 369, La Mesa, CA 91944-0369
Horseless Carriage Foundation, Inc. Membership Application or apply online at www.hcfi.org.
The Horseless Carriage Foundation is a 501(c)(3) public educational foundation.
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