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CHAPTER 1

HISTORY OF THE ICONIC BEETLE

Every superhero has an origin story. Spider-Man, Batman, Superman, and Wonder Woman all came from somewhere ordinary and morphed into instantly recognizable and iconic characters that stand the test of time. The Volkswagen Beetle is no different. Originally known as the Type 1, the Käfer, and the Bug, the VW Beetle is a unique, iconic car. But how did it come to be?

Like many of today’s economy-size cars, the Beetle was born from a need for mass-produced, inexpensive transportation. It was also born from the German love for efficiency and to allow the populace to take advantage of Germany’s brand-new road systems.

The Beetle continues to hold records as the longest-running and most-manufactured car in history. In fact, it was the first car ever to reach more than 20 million units sold.

The Beetle’s Origin Story

In 1934, Adolf Hitler reached out to Ferdinand Porsche to commission and design a car for German citizens. His requirements were that it needed to be cheap and simple. It needed to be so cheap that a majority of German citizens could purchase it through a government-sponsored savings booklet, or sparkarte. And it also needed to be air cooled.

Here’s a gratuitous, mouth-watering shot of a 1975 semi-custom Super Beetle Convertible, just to show you that Fat Chicks (nickname for Supers) can be downright cool. Cherry Bomb was built as a gift for a client’s wife. The build concept began with the acquisition of a set of Porsche wheels and went from there. (Bryan Bacon Photo, Courtesy Airkooled Kustoms)

Fast-forward four years. Porsche unveiled the original Beetle: an air-cooled, rear-engine, two-door car seating up to four people in relative comfort. However, mass production did not begin right away. It wasn’t until 1945 that Germany started producing Beetles in large quantities. The wait was because of World War II, which impacted multiple industries across the country.

Marketed as “The People’s Car,” it got the nickname Käfer because of its unusual, rounded bodystyle. What is the English translation of Käfer? You guessed right; it means beetle. The nickname stuck and spawned a permutation or two. In France, it was referred to as Coccinelle (ladybug), and many people still commonly refer to them as Bugs.

Design Origins and Creativity

In the quest to create a cheap, simple, air-cooled car, Ferdinand Porsche settled on using a 25-hp engine. With a top speed of roughly 62 mph, it was a respectable option for the Autobahn at the time. With an oil cooler built right into the flat 4-cylinder engine, the little Beetle was a small marvel of efficiency.

Between 1941 and 1944, a limited number of Beetles were produced for select members of the German elite, as well as for military purposes. The air-cooled engine turned out to be a great benefit in northern Africa’s desert heat. With a few modifications, the Germans created both an amphibious vehicle (Schwimmwagen) and an all-terrain vehicle (Kommandeurswagen). The ingenuity went even further. As gasoline shortages became more and more common, the factories started turning out vehicles powered by burning wood (Holzbrenners).

Post-War Production

The iconic Bug’s history may have ended with World War II if not for a few British Army officers. The officers discovered some Beetle blueprints in a bombed-out Volkswagen factory in Wolfsburg. The British Army ordered 20,000 Type 1 Beetles.

Following World War II, many buildings were destroyed, and others were littered with the remains of unexploded bombs. When the Wolfsburg Volkswagen factory restarted, it was discovered to have live ordnance wedged between several pieces of specialty equipment. One wrong move would have blown the machines to smithereens, but they got lucky.

After the factory had been deemed safe, the British Army officer in charge used what was remaining of the facility’s limited materials to start producing about a thousand cars a month. This blueprint discovery and large production order saved the Beetle from becoming a historical footnote.

The Next Generation

In 1948, the Volkswagen plant came under new management. An industry veteran from Opel, Heinrich Nordhoff, took over plant operations. While he detested the original cars, he understood the industry very well. He knew that if the Beetle was going to survive, it would require significant improvements without fundamental changes to the physical design.

Under Nordhoff’s guidance, Beetle production ramped up quickly. Improvements started as well, including the introduction of a convertible top, a feature with popularity that would know no bounds. As time wore on, all the specifications Hitler had for the Volkswagen (economical, friendly, and reliable) started drawing more attention.

America Meets the Beetles

In 1949, the Beetle finally landed stateside. It was delivered to Ben Pon Sr., a businessman from Holland. By taking delivery, Pon earned the title “World’s First Volkswagen Importer.” This Deluxe model came with a few extra bells and whistles, namely color choice (i.e., something not military khaki) and chrome plating.

Alas, the Beetle import business did not exactly get off to a roaring start. In fact, only two sold in that first year. The lackluster sales were to be expected though. Skepticism for foreign cars ran high. Questions about reliability and reparability handicapped most imports, and the Bug was no exception.

But even in the face of opposition, the Volkswagen Beetle quickly gained momentum. It became America’s budget car of choice, especially for those who wanted to poke fun at the monster autos of the time. Thousands more arrived and were promptly sold. With the boom in sales, Volkswagen even went so far as to establish local offices in New Jersey.

However, these sales comprised only a small fraction of the auto market. US manufacturers still accounted for more than 95 percent of car sales in 1955. The Beetle’s inroads into the US automotive market was a door opener for other auto imports, and more countries started sending cars over. Consequently, this began the decline of the US-produced automotive market.

Volkswagen’s Design Evolution

The Bugs continued to get better and better as each year passed. Hydraulic brakes, a sunroof, and modified heaters arrived in 1950. The following year saw more chrome trim. For an extra $1,000 or so, you could buy the Beetle’s convertible cousin: the VW Cabriolet.

In 1953, the most significant change to be seen was the replacement of the double rear window. The rear window had been two windows separated by a thin piece of steel. While not much bigger, the redesign replaced these two windows with a single small, oval-shaped pane of glass.

Though little changed during the next two years, a banner moment for Volkswagen arrived in 1955. The one millionth VW Beetle rolled off the assembly line. People praised it for the high speeds relative to engine size and fuel consumption. It was found to be more favorable than other foreign economy car models, such as the Citroën 2CV and the Austin Mini.

For the next three years, there were similar small changes. And then 1958 arrived. That year, the small rear window was replaced with a large rectangle of glass and the front windshield size was increased. These changes had trickle-down design impacts. The rear air intakes needed modification, as did the engine cover, dashboard, and gauges.

During the next decade, a series of changes were made. These included:

• Addition of windshield wipers

• Improved horsepower

• Increased size of the side windows

• Headlight bump outs

• Addition of the semi-automatic stick shift

While these were improvements, they were not unique to the Beetle. Other imports were mastering engineering challenges as well and stepping up their game. While still viewed as reliable, the Beetle was no longer a hip car to own. But that didn’t stop it from making history.

In 1972, the humble Beetle finally toppled the reigning auto production champion, the Ford Model T. When Beetle number 15,007,034 rolled off the line, it became the most-produced car in history. It has held on to that record decade after decade to top the 21 million production mark.

The Beginning of the End (Sort Of)

The 1970s were a tough decade for Volkswagen. While still the largest-selling imported car, Beetle manufacturers saw margins declining rapidly. Even as they attempted to bump up horsepower and improve engine performance, they were hit with a new challenge: emissions regulations. This forced the newer models to drop down to 48 hp. The result was lackluster performance to say the least.

The convertible held on a bit longer, being the go-to car for sorority girls in the late 1970s. But it wasn’t enough. Eventually, Volkswagen shut down several plants and stopped exporting cars to the United States. While manufacture and export continued in other countries (the record-setting 21 millionth car was produced in Mexico), the Beetle’s death knell began to ring.

Feast your eyes on this 1956–1957 example, classically known as an Oval. At this point, the manufacturing techniques made it possible to create and use curved glass. This eliminated the split rear glass design and increased visibility.

Beetle Revival

In the early 1990s, Volkswagen was looking to tell a story of modernization. To do so, the auto manufacturer decided to design a car that paid homage to the original but with a modern edge. And so the Concept 1 was born.

It was unveiled at the Detroit auto show in 1994, and it was met with resounding enthusiasm. However, it still had some kinks to work out. Large-scale production didn’t kick off until 1998. When it finally rolled out, VW marketed the new Beetle as a fun, sexy, and stylish descendent of the original. It delivered on its performance promises.

Even though the Beetle had struggled, other Volkswagen cars had stepped in to carry the mantle of continuous improvement. As a result, the engines available under the new hood were impressive. The small car was amply powered and fun to drive.

Volkswagen also opted for bright, cheery color options that set them apart in the market. Everything about the car screamed personality. The next generation found the new model adorable and bought in big time. True to form, VW followed up with a convertible version in 2003, and it saw great success there as well.

To this day, Volkswagen continues to improve and streamline the new Beetle’s design, all while continuing to focus on reliability and affordability. With its familiar profile and long-running presence inside the United States, few people can claim to be untouched by this iconic car. Whether it was games of Slug Bug on family car rides, a love for the movie Herbie, or as the car you used to ride around in during college, almost everyone has a Beetle story. It wouldn’t be surprising if they were still being manufactured decades from now! Truly, the Beetle is the people’s car.

Standards and Supers

Owing to the Beetle’s unique and colorful history, there are several unusual models out there. Putting those rare and oddball versions aside, classic Beetles fall into two categories: Supers and Standards. However, it’s not always easy to tell one from another.

What Is a Super Beetle?

Supers were introduced to keep pace with the technologically advanced vehicles being produced by other manufacturers. These were sold side by side with Standard cars and advertised as being built on a better-riding platform. They only sold between 1971 and 1979.

In fact, for the first two years of manufacture, the only difference was that Supers had a front suspension upgrade. Instead of the Standard’s torsion-beam axle, the Supers of the early 1970s rode on MacPherson struts. Some minor adjustments were required to accommodate the struts, including different tie-rods, a revamped steering box, and the lengthening of the front hood. These changes made it hard to share front end parts with the Standards. In fact, only a few parts could be interchanged, such as the wheels, lights, and bumpers.

Even though some of the body panels are interchangeable, some mechanical parts can cross over between the models, and they look similar. There are two different Beetle models represented in this image: Super and Standard. Can you figure out what model each Beetle is?

Here is an example of the differences between Super and Standard Beetles. This Super Beetle features elephant’s foot taillights, a vented engine lid, and a more bulbous body (hence the nickname Fat Chicks for the Supers).

The Supers also had more luggage space and was more comfortable for passengers. This extra roominess could account for why Supers are often lovingly referred to as “Fat Chicks.”

In 1973, Volkswagen wanted to differentiate the Supers even further. Engineers added a curved windshield and a flatter roofline along with a modified dashboard. But these subtle changes weren’t enough in the increasingly competitive automotive marketplace. Manufacture of Super Beetles stopped in 1975, although Super convertibles continued production through the end of 1979.

How Can You Tell a Super from a Standard?

There are two easy ways to tell if you have a Super Beetle on your hands. First, all Super Beetles have the spare tire lying flat in the hood. You’d have to pop the hood to take a look. The tire position is one of the only differentiating factors that remain the same in all model years. By contrast, Standards have their spares in an upright position.

The second no-fail way to tell you’ve got a Super is by looking behind your wheels. The MacPherson struts used on these models were basically giant springs. They marked a significant deviation from the Standard torsion-beam suspension. So if you see a spring, you’ve got a Super!

Super Lies

Myths abound regarding how to identify a Super, but don’t fall for them! If it’s not mentioned in the previous section, it’s not a reliable means of identifying your Beetle. To help you out, here are the five most persistent Standard versus Super myths and the truth behind them.

Myth 1: The engine on a Standard is smaller. Actually, they shared the same engine in North America. There were no unique parts or numbering systems differentiating a Super engine from a Standard for cars in the United States. For those manufactured and sold in Europe, the engines had S or LS to denote a larger engine, but the designation does not necessarily mean it’s a Super Beetle.

Myth 2: It’s only a Super if it has a curved windshield. Not true. The 1971 and 1972 models used the same windshield as the Standard. The curved windshield was added in 1973, along with other redesigned elements.

Myth 3: Some Supers had Standard front ends. Nope. Every Super that rolled off the line had MacPherson struts. No exceptions. Keep in mind that this was the single biggest differentiator between the two models. It was not possible to interchange.

Myth 4: All convertible Beetles are Supers. Only if they were manufactured between 1971 and 1979. There were no Standard convertibles put out during this time frame. But there were plenty of convertibles produced in the 1960s (and before) that aren’t Supers.

Myth 5: If the Beetle has big bumpers or elephant’s foot taillights, it’s a Super. The Volkswagen factories were efficient, so they used up their stock of parts rather than abandoning them. This meant some Standard Beetles were built with Super parts.

How Mass-Produced Economy Cars Became Prized Collectibles

You might find it surprising that one of the least-rare and most-produced cars in history is still collectible, but it’s true. There are several ways to help determine whether you might have a collectible on your hands (or figure out what to look for while shopping).

The spare tire is stored underneath this tray. The gas tank is moved backward in the car, changing the weight bias of the vehicle.

There are many choices available for more get up and go. Bigger engines are readily available and are just as reliable as the originals. Like we say, stealth is style, but a big motor helps.

There are many choices when replacing your struts. Wheel and tire combinations, performance level, and ride height dictate which spring will work best for your build. There are manufacturers providing air-over systems to choose from as well.

Original Documentation

While the paperwork is not necessarily valuable in and of itself, it can give the value of your Bug a boost. If you’ve got any original documentation regarding the sale of the car or its origins, it will go a long way toward establishing provenance and spark buyer interest.

Original Parts and Paint

This goes without saying, but anything original that is in good condition will always be valuable. One example of this was a 1962 Bug that sold for $11,000 at auction. Originally purchased by a pilot stationed in Hamburg, Germany, it came complete with all German and American paperwork. It also had the original paint and dual luggage racks.

Low Mileage

If the car is in good condition, low mileage can be a desirable aspect for a collector. These were the cars of the military, the working class, the college student, and the family man. They were built to be used in everyday life, and most of them were. So a low-mileage Beetle is rare. A word of caution: It’s not hard to do an odometer rollback, so what you see is not necessarily what you get here.

Here you can see the MacPherson strut’s attachment point to the upper body. This design change increased stability and created a smoother drive on American roads.

Model Year

Any VWs from the 1950s or earlier are going to be rare. Those with the KdF designation are exceedingly so. If you’re lucky enough to come across one of these, it’s worth checking out.

Ragtop

The 1950s and 1960s saw a large number of Beetles imported with a ragtop feature. However, these examples are relatively scarce. If you find one, it may be worth the time and effort to restore it. A recent auction of an unrestored 1954 model with ragtop netted nearly $40,000.

Rear Windows

A split rear window automatically indicates an older model, assuming it is original. This is a great indicator of age at a glance and can be helpful when weeding through a crowd of cars.

Rust

Rust-proofing was less than stellar back in the day, and the very fact that Beetles were nearly airtight made for problems with drainage. A good rule of thumb is if you spot rust anywhere, there’s going to be a lot more. It can be expensive to repair and restore, but rust remediation will be a factor in nearly any restoration project.

Supers don’t actually come in all shapes and sizes, but it can be hard to differentiate them from Standards if you don’t know what to look for. Don’t be surprised if your Super has pieces and parts that were originally intended for the Standard Beetle. (Bryan Bacon Photo, Courtesy Airkooled Kustoms)

Don’t always trust the mileage on the odometer. Look for documentation to back up a low-mileage claim. The odometer uses a mechanical gearing counter, which is easy to hack.

“Weird”

A lot of the most-valuable Beetles have some oddity. For example, a Beetle manufactured between October 1952 and March 1953 had the split window of 1952 and the redesigned dashboard that was more common in 1953. Known as the Zwitter, this is an extremely rare car only produced for a short period in VW history.

Here is a good example of original paint on an unrestored Beetle. Generally, unrestored cars have higher resale values, unless the restoration was done well. Depending on the year, unrestored cars may fetch even higher resale prices.

A Note about Collecting

The tips above are a loose guideline to help encourage your love for all things Beetle. At the end of the day, you need to decide why you’re buying the car and what your goal is in restoring it. Do you want to sell it to the highest bidder, or do you want something fun to drive around? The answer will dramatically impact which of the above items you’re most concerned with as you search. Whether you’re an early-model connoisseur or a late-model modified enthusiast, there is no wrong answer. As long as you love your car, you’re doing it right.

Lots of Good Volks Waiting to Meet You

If you’ve caught Dub Fever, restoring and driving your Beetle will become one of life’s greatest pleasures. Doing so in the company of other VW enthusiasts just sweetens the pot.

Miss Mabel, a 1959 Beetle Ragtop, won People’s Choice at the Las Vegas Ultimate VW Build-Off. It’s a fine example of a late 1950s Ragtop, and it has loads of custom touches. (Jennifer Bagwell Culp Photo, Courtesy Airkooled Kustoms)

Even before you loosen your first bolt, you should consider joining your local Volkswagen club. There are clubs all over the world, and you can find them with a little online research. Some are more active than others, of course.

When you join a club, you’ll find yourself surrounded and supported by other VW nuts who share your passion for fine German engineering. Many will share your penchant for tackling projects that most folks would never undertake. You’ll also find some of the most-generous, kind-hearted people you could ever hope to meet.

You will meet some of the nicest people in the Volkswagen community. There’s a good sense of camaraderie, and they will be the first to pull over and help if you should get stuck on the side of the road.