Volkswagen Beetle—officially the Volkswagen Type 1, informally in German the Käfer (meaning "beetle"'/Lady Bug Coccinellidae), in parts of the English-speaking world the Bug,[1] and known by many other nicknames in other languages—is a two-door, rear-engine economy car, intended for five occupants (later, Beetles were restricted to four people in some countries),[2][3][4] that was manufactured and marketed by German automaker Volkswagen (VW) from 1938 until 2003.[5]
The need for a people's car (Volkswagen in German, and in the English-speaking world in the early 20th century as "folk's wagon"), its concept and its functional objectives were formulated by the leader of Nazi Germany, Adolf Hitler, who wanted a cheap, simple car to be mass-produced for his country's new road network (Reichsautobahn). Members of the National Socialist party, with an additional dues surcharge, were promised the first production, but civil war in Spain shifted most production resources to military vehicles instead to support Francisco Franco. Lead engineer Ferdinand Porsche and his team took until 1938 to finalise the design. Béla Barényi is credited with first conceiving the original design for this car in 1925,[6]—notably by Mercedes-Benz, on their website, including his original technical drawing,[7][8]—five years before Porsche claimed to have done his initial version.[9] The influence on Porsche's design of other contemporary cars, such as the Tatra V570, and the work of Josef Ganz remains a subject of dispute.[10] The result was the first Volkswagen, and one of the first rear-engined cars since the Brass Era. With 21,529,464 produced,[11] the Beetle is the longest-running and most-manufactured car of a single platform ever made.
Although designed in the 1930s, due to World War II, civilian Beetles only began to be produced in significant numbers by the end of the 1940s. The car was then internally designated the Volkswagen Type 1, and marketed simply as the Volkswagen. Later models were designated Volkswagen 1200, 1300, 1500, 1302, or 1303, the former three indicating engine displacement, the latter two derived from the model number. The car became widely known in its home country as the Käfer (German for "beetle", cognate with English chafer) and was later marketed under that name in Germany,[12] and as the Volkswagen in other countries. For example, in France it was known as the Coccinelle (French for ladybug).[13][14] In 1943, Roy Fedden applied for a patent, [[1]] GB570814, 'Improvements relating to road vehicles', a car identical to VW Käfer.
The original 25 hp Beetle was designed for a top speed around 100 km/h (62 mph), which would be a viable cruising speed on the Reichsautobahn system. As Autobahn speeds increased in the postwar years, its output was boosted to 36, then 40 hp, the configuration that lasted through 1966 and became the "classic" Volkswagen motor. The Beetle gave rise to multiple variants: mainly the 1950 Type 2 'Bus', the 1955 Karmann Ghia, as well as the 1961 Type 3 'Ponton' and the 1968 Type 4 (411/412) family cars, ultimately forming the basis of an entirely rear-engined VW product range. The Beetle thus marked a significant trend, led by Volkswagen, and then by Fiat and Renault, whereby the rear-engine, rear-wheel-drive layout increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956.[15] In 1959 even General Motors launched an air-cooled, rear-engined car, the Chevrolet Corvair—which even shared the Beetle's flat engine and swing axle architecture.
Over time, front-wheel drive, and frequently hatchback-bodied cars would come to dominate the European small-car market. In 1974, Volkswagen's own front-wheel drive Golf hatchback succeeded the Beetle. In 1994, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Beetle, and in 1998 introduced the "New Beetle", built on the contemporary Golf platform with styling recalling the original Type 1. It remained in production through 2010, and was succeeded in 2011 by the Beetle (A5), the last variant of the Beetle, which was also more reminiscent of the original Beetle. Production ceased altogether by 2019.[16]
In the 1999 Car of the Century competition, to determine the world's most influential car in the 20th century, the Type 1 came fourth, after the Ford Model T, the Mini, and the Citroën DS.[17]
History
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"The People's Car"
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The original concept behind the first Volkswagen, the company, and its name is the notion of a people’s car – a car affordable and practical enough for common people to own.[19] Hence the name, which is literally "people's car" in German, pronounced [ˈfɔlksvaːɡən]). Although the Volkswagen beetle was mainly the brainchild of Ferdinand Porsche and Adolf Hitler,[20] the idea of a "people's car" is much older than Nazism and has existed since the mass-production of cars was introduced.[19] In fact, Béla Barényi was able to prove in court in 1953 that Porsche's patents were Barényi's ideas, and therefore Barényi has since been credited with first conceiving the original design for this car in 1925,[6] – notably by Mercedes-Benz, on their website, including his original technical drawing,[8] – five years before Ferdinand Porsche claimed to have made his initial version.[21] Barényi also successfully sued Volkswagen for copyright infringement in 1955, whereby his contribution to the creation of the VW Type 1 was legally acknowledged.
Contrary to the situation in the United States, where the Ford Model T had become the first car to motorize the masses, contributing to household car ownership of about 33% in 1920 and some 46% in 1930, in the early 1930s, the German auto industry was still mostly limited to luxury models, and few Germans could afford anything more than a motorcycle: one German out of 50 owned a car.[22]
In April 1934, Hitler gave the order to Porsche to develop a Volkswagen.[note 2] The epithet Volks- literally, "people's-" had been applied to other Nazi-sponsored consumer goods as well, such as the Volksempfänger ("people's radio").
In May 1934, at a meeting at Berlin's Kaiserhof Hotel, Hitler insisted on a basic vehicle that could transport two adults and three children at 100 km/h (62 mph) while not using more than 7 litres of fuel per 100 km (32 mpg US/39 mpg UK).[10] The engine had to be powerful enough for sustained cruising on Germany's Autobahnen. Everything had to be designed to ensure parts could be quickly and inexpensively exchanged. The engine had to be air-cooled because, as Hitler explained, not every country doctor had his own garage. (Ethylene glycol antifreeze was only just beginning to be used in high-performance liquid-cooled aircraft engines. In general, water in radiators would freeze unless the vehicle was kept in a heated building overnight or drained and refilled each morning.)[23]
The "People's Car" would be available to citizens of Germany through a savings scheme, or Sparkarte (savings booklet),[24] at 990 Reichsmark, about the price of a small motorcycle. (The average weekly income was then around 32RM.)[25]
Development
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Ferdinand Porsche developed the Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp in 1931. Porsche already preferred the flat-four engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled five-cylinder radial engine. In 1932 three prototypes were running;[26] all were lost during World War II, the last in a bombing raid in Stuttgart in 1945.
The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but it had a flat-four engine. NSU discontinued car manufacturing, and the Type 32 was abandoned at the prototype stage.[27]
Initially designated Type 60 by Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935, the first two Type-60 prototypes, known as cars V1, a sedan, and V2 , a convertible (V for Versuchswagen, or "test car"), were ready.[28] In 1936 testing began of three further V3 prototypes,[28] built in Porsche's Stuttgart shop.[29] A batch of thirty W30 development models, produced for Porsche by Daimler-Benz,[28][30] underwent 1,800,000 mi (2,900,000 km)[30] of further testing in 1937. All cars had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine.[31] A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1953.[30] The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.[32]
The car was designed to be as simple as possible mechanically. The air-cooled 25 hp (19 kW) 995 cc (60.7 cu in)[33] motor's built-in oil cooler, and the flat-four engine configuration's superior performance was also effective for the German Afrika Korps in Africa's desert heat. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will briefly float.[34]
Factory
editOn 26 May 1938, Hitler laid the cornerstone for the Volkswagen factory in Fallersleben.[5] He gave a speech, in which he named the car Kraft-durch-Freude-Wagen ("Strength Through Joy Car", usually abbreviated to KdF-Wagen).[35] The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of Nazi Germany. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly built factory.
Volkswagen had only just started small scale production, building about 210 Beetles, when civilian production was halted at the start of the war.[36][20] Except for two military prototype units, these KdF sedans were allocated to military officers as personal cars. Hitler was given the very first convertible Beetle built in 1938.[20] Both 704cc and 984cc air-cooled engines were fitted in these early units.[36]
The first volume-produced versions of the car's running-gear and chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 128 and 166 Schwimmwagen (about 14,000 built).
Wartime production
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A handful of KdF-Wagen were produced, primarily for the Nazi elite, from 1941 to 1944, as the Typ 60. During World War II, the factory primarily built the Kübelwagen (Typ 82), the Schwimmwagen (Typ 166), and a handful of other light wheeled vehicles, all mechanically derived from the Typ 1, for the Wehrmacht. These included several hundred Kommandeurswagen (Typ 87), with a Typ 1 Beetle body mounted on the rugged chassis of the four-wheel drive Typ 86 Kübelwagen prototype, and fitted with portal axle and a Schwimmwagen drive train, with wider fenders., to accommodate oversize Kronprinz all-terrain tires (reminiscent of the later Baja Bugs).[37] Kommandeurswagen were produced up to 1944, when all production was halted because of heavy damage to the factory from Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended. Due to gasoline shortages late in the war, a few "Holzbrenner" Beetles were built, powered by pyrolysis gas producers located under the front hood.
Post-war production and boom
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In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.[38]
Mass production of civilian VW cars did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain.[39] However, no British car manufacturer was interested in the factory; an official report included the phrases "the vehicle does not meet the fundamental technical requirement of a motor-car… it is quite unattractive to the average buyer… To build the car commercially would be a completely uneconomic enterprise."[39] The factory survived by producing cars for the British Army instead.[39] Allied dismantling policy changed in late 1946 to mid-1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating
There is the illusion that the New Germany left after the annexations can be reduced to a "pastoral state". It cannot be done unless we exterminate or move 25,000,000 people out of it.[40]
The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst. Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Knowing Germany needed jobs and the British Army needed vehicles,[41] Hirst persuaded the British military to order 20,000 cars,[25] and by March 1946 the factory was producing 1,000 cars a month (in Army khaki, under the name Volkswagen Type 1),[42] which Hirst said "was the limit set by the availability of materials".[42] During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Type 1s were made in 1945.[citation needed]
After initially building mostly Beetles for the British military, in 1947 production transitioned to purely civilian Beetles, for the first time featuring chromed bumpers, hubcaps, and body and running board trim.[43] Aside from some remaining military production, civilian output reached almost 9,000 units in 1947, and for 1948 total production increased to 19,244 cars. The late 1940s Beetles still had an understressed 1131 cc engine with just 25 horsepower, but it could effortlessly maintain cruising at the car's 60 mph top speed.[43]
Following the British Army-led restart of production and Hirst's establishment of sales network and exports to Netherlands, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory in 1949.[25][39] Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h (71 mph) and 0–100 km/h (0–62 mph) in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV, which was aimed at a low speed/poor road rural peasant market, and Morris Minor, designed for a market with no motorways or freeways; it was even competitive with more advanced small city cars like the Austin Mini.
In Small Wonder, Walter Henry Nelson wrote:
The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size.[citation needed]
There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.[44]
The chassis became a technological and parts donor to Volkswagen Type 2[45] (also known as Bulli) and external coachbuilders such as Rometsch, Dannenhauer & Stauss, Wilhelm Karmann, Enzmann, Beutler, Ghia-Aigle, Hebmüller & Söhne, Drews, Wendler.[46]
On 17 February 1972 Beetle No. 15,007,034 was produced, surpassing total production of the previous record holder, the Ford Model T.[47] By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.
Decline
edit | This section needs additional citations for verification. (July 2017) |
Though extremely successful in the 1960s, experiencing its greatest sales growth in North America between 1960 and 1965, the Beetle was increasingly faced with stiff competition from more modern designs globally. The Japanese had refined rear-wheel-drive, water-cooled, front-engine, small cars including the Datsun 510 and Toyota Corona, whose sales in the North American market grew rapidly at the expense of Volkswagen in the late 1960s. Honda introduced the N600, based on the space-efficient transverse-engine, front-wheel-drive layout of the original Austin Mini, to the North American market in late 1969, and upgraded the model to the Honda Civic in 1972. The Japanese "big three" would soon dominate compact auto sales in North America. In 1971 Ford introduced its Pinto, which had some market impact as a low cost alternative in the wake of the drop of the US Dollar against the Deutsche Mark that same year. As the 1960s came to a close, Volkswagen faced increasingly stiff competition from European cars as well. The Beetle was faced with competition from new designs like the Fiat 127 and Renault 5, and more robust designs based on the Austin Mini layout such as the Superminis. German competitors, Ford and Opel also enjoyed strong sales of modern smaller cars like the Ford Escort and Opel Kadett. Volkswagen's attempts to boost the power of their air-cooled motor to meet the demands of higher highway speeds in the late 1960s, then comply with new pollution control regulations, caused problems for reliability and fuel efficiency that impaired the reputation of the aging design. Safety issues with the Beetle came under increasing scrutiny, culminating in the 1972 release of a rather scathing report.[48] During the early 1970s, sales of the Beetle in Europe and North America plummeted.
VW introduced other models to supplement the Beetle throughout the 1960s; the Type 3, Type 4, and the NSU-based and larger K70. None of these models, aimed at more upscale markets, achieved the level of success of the Beetle. The over-reliance on a single model, now in decline, meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement.
Production lines at Wolfsburg switched to the new water-cooled, front-engined, front-wheel-drive Golf designed by Giorgetto Giugiaro in 1974, sold in North America at the time as the "Rabbit". The Golf eventually became Volkswagen's most successful model since the Beetle. It was periodically redesigned over its lifetime, with only a few components carried over between generations, entering its seventh generation in 2012; the Beetle had only minor refinements of its original design.
The Golf did not kill Beetle production, nor did the smaller Polo which was launched a year later. Production of the Beetle continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico: markets where low operating cost was an important factor. After this shift in production, sales in Europe did not stop, but became very low. Beetle sedans were produced for U.S. markets until July 1977[49] and for European markets until 1985, with other companies continuing to import cars produced in Mexico after 1985. The Beetle convertible/Cabriolet ended production (as 1979 models) on January 31, 1980.[49]
The last Beetle was produced in Puebla, Mexico, in July 2003.[50] The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996.
The Beetle outlasted most other cars which had adopted the rear-engine, air-cooled layout such as those by Subaru, Fiat, and General Motors. Porsche's 356 series which originally used some Volkswagen-sourced parts, continued to use the classic rear-engine layout (which later became water cooled) in the Porsche 911 996 series, which remains competitive in the third decade of the 21st century.
Worldwide end of production
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By 2002, over 21 million Type 1s had been produced, but by 2003, annual production had dropped to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003,[50] 65 years after its original launch. This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez) was delivered to the company's museum in Wolfsburg, Germany.[citation needed]
To celebrate the occasion, Volkswagen marketed a final, special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, an all-cloth interior, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Última Edición plaque.[51]
A mariachi band serenaded production of the last car. In Mexico, there was an advertising campaign as a goodbye for the Beetle. In one of the ads was a very small parking space on the street, and many big cars tried to use it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (the year Volkswagen was established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). Other ads also had the same nostalgic tone.[52]
- Engine: Fuel-injected (Bosch Digifant) four-cylinder horizontally opposed, 1,584 cc, 50 hp (37 kW), 98.1 N⋅m (72.4 lb⋅ft) @ 2,200 rpm, three-way catalytic converter
- Rated fuel mileage: 7.2 L/100 km (32.5 mpg‑US; 39.0 mpg‑imp)
- Max cruising speed: 130 km/h (81 mph)
- Brakes: front disc, rear drum
- Passengers: Five
- Tank: 40 L (11 US gal; 9 imp gal)
- Colours: Aquarius blue, Harvest Moon beige.
- ^ Meredith, Robyn (4 January 1998). "With New Beetle Come Wistful Hints of Old Flame" – via NYTimes.com.
- ^ "TheSamba.com :: VW Archives - 1970 VW Beetle Sales Brochure". www.thesamba.com. Retrieved 2018-01-15.
- ^ "Beetle Sheet".
- ^ Borroz, Tony (17 February 2010). "Feb. 17, 1972: Beetle Outruns Model T" – via www.wired.com.
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- ^ https://web.archive.org/web/20181002102349im_/https://www.mercedes-benz.com/wp-content/uploads/sites/3/2014/09/HISTORIE_Bela_Barenyi_der_Lebensretter_04-710x396.jpg
- ^ a b "Béla Barényi, the lifesaver". Mercedes-Benz. Archived from the original on 2018-08-25. Retrieved 2019-06-14.
- ^ Barényi's thesis anticipated the key design principles of the VW in 1925/1926. ("Mit seiner Abschlussarbeit zu den Grundlagen des späteren Volkswagenkonzepts (Zentralrohrrahmen mit Boxermotor im Heck und Stromlinienkarosserie in Pontonbauweise) nahm er bereits (1925/26) entscheidende Konstruktionsmerkmale des VW vorweg.")—From: Niemann: Barenyi, Bela.
- ^ a b Jonathan Wood (2003). The Volkswagen Beetle. Osprey Publishing. pp. 3–5. ISBN 978-0-7478-0565-6.
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samba-1970-us-superwas invoked but never defined (see the help page). - ^ "BMC's Mini: The Background story: Part one: The Volkswagen cometh". Small Car: 42–47. January 1965.
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- ^ a b c Mroz, Albert (June 8, 2016). "The Volkswagen Beetle". Warfare History Network. Sovereign Media. Retrieved November 23, 2017.
- ^ Barényi's thesis anticipated the key design principles of the VW in 1925/1926. ("Mit seiner Abschlussarbeit zu den Grundlagen des späteren Volkswagenkonzepts (Zentralrohrrahmen mit Boxermotor im Heck und Stromlinienkarosserie in Pontonbauweise) nahm er bereits (1925/26) entscheidende Konstruktionsmerkmale des VW vorweg.") – From: Niemann: Barenyi, Bela.
- ^ Gardner, Charlie (17 February 2013). "Old Urbanist: Was the Rise of Car Ownership Responsible for the Midcentury Homeownership Boom in the US?".
- ^ Augstein, Rudolf, ed. (10 August 1955). "In König Nordhoffs Reich". Der Spiegel. Vol. 33/1955. p. 16. Retrieved 2013-05-17.
- ^ Gilmore, p.45.
- ^ a b c "Volkswagen Beetle History 1938 to 2003 (abridged)". Last edition Beetle. Archived from the original on 6 March 2008. Retrieved 30 September 2010.
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- ^ a b c Barber, Chris (2003). Birth of the Beetle: the development of the Volkswagen by Ferdinand Porsche. Haynes Publishing. ISBN 1-85960-959-7.
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- ^ a b c Gilmore, p. 47.
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- ^ Gilmore, p.46.
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- ^ Mayer, Hans-Georg. Der VW-Käfer im Kriege und im militärischen Einsatz danach. Band 114 aus der Reihe Waffen-Arsenal, Podzun-Pallas-Verlag, Dorheim 1988, p.33 ISBN 3-7909-0357-4.
- ^ "Draft, The President's Economic Mission to Germany and Austria, Report 3, March, 1947; OF 950B: Economic Mission as to Food...; Truman Papers". Truman Library. Retrieved 30 September 2010.
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- ^ Christopher, John. The Race for Hitler's X-Planes (The Mill, Gloucestershire: History Press, 2013), pp. 202–3.
- ^ a b Christopher, p. 203.
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- ^ "History of the Volkswagen bus". Brinse. Archived from the original on 10 August 2011. Retrieved 19 August 2011.
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- ^ Editors, History com. "Beetle overtakes Model T as world's best-selling car". HISTORY. Retrieved 2020-03-19.
{{cite web}}:|last=has generic name (help) - ^ Center for Auto Safety (1972). Small on Safety:The designed-in dangers of the Volkswagen. ISBN 978-0670652495.
- ^ a b Beetle VIN / Chassis Numbers - TheSamba.com "Beetle VIN / Chassis Numbers - TheSamba.com".
- ^ a b "Am 9. Juli wird die Produktion des VW Käfer in Mexiko eingestellt...". Auto Motor u. Sport. Heft 13 2003: Seite 10. 11 June 2003.
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{{cite web}}: Missing or empty|title=(help) - ^ "Mexican VW Beetle TV Ad". Google. Archived from the original on 7 June 2011. Retrieved 2010-09-30.
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