VW Transporter
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The VW Type 2 was the second automotive line introduced by German automobile manufacturer Volkswagen. It was a van introduced in 1950, initially based on their first model, the "Beetle" coupe, aka "Type 1". The "Type 2" is generally considered to be the forerunner of modern cargo and passenger vans. The Type 2 spawned a number of imitators both in the United States and Europe including the Ford Econoline, Dodge B110 and Chevrolet Corvan, the latter even adapting the Type 2's rear-engine configuration. Updated versions of this line are still being actively produced in international markets.
Kombi.jpg
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Names and nicknames
From the beginning, the Type 2 has earned many nicknames from its fans, just like the Beetle has. Among the most popular, at least in Germany, are VW-Bus and Bulli (or Bully). The Type 2 was meant to be officially named Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the VW Transporter and VW Kleinbus, but the Bully nickname still caught on.
Interestingly, the official German-language model names Transporter and Kombi have been incorporated into English and refer to delivery van and station wagon. Kombi, however, is not only the name of the utilitarian people transporter variant, but is also the Australian and Brazilian term for the whole Type 2 family in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German "Kombi" was 'translated' into "Combi", and became a household word given the vehicle's popularity in Mexico City's public transportation system.
The Australian band Men at Work made the use of Kombi somewhat popular in other parts of the world by using it in the first line of their 1981 hit record Down Under: "Traveling in a fried-out Kombi ..."
Variants
The Type 2 was available as:
- delivery van without side windows or rear seats (Panel Van)
- delivery van with raised roof (Highroof Panel Van)
- van with side windows and removable rear seats (Kombi, from German Kombinationskraftwagen (combination vehicle), i.e. both a passenger and a cargo vehicle combined)
- van with more comfortable interior reminiscent of passenger cars (Bus; also called Caravelle since the third generation)
- van with skylight windows and cloth sunroof (Samba-Bus, first generation only; also called Deluxe Microbus)
- flatbed truck (Pick-up), also available with wider load bed
- flatbed truck with double cab and two rows of seats (Crewcab Pick-up)
- camping van (Westy; with Westfalia roof and interior)
- semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts (Multivan, available from the third generation on)
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through the VW dealer organization. They included but were not limited to refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks.
History
The idea for the Type 2 is credited to Dutch Volkswagen importer Ben Pon, who drew the first sketches of the van in 1947. The aerodynamics of the first prototypes were not good but heavy optimisation took place at the wind tunnel of the Technical University of Braunschweig. The wind tunnel work paid off, as the Type 2 was aerodynamically superior to the Beetle despite its slab-sided shape. Three years later, under the direction of Volkswagen's new CEO Heinz Nordhoff, the first production model left the factory at Wolfsburg.
Unlike the other rear-engined Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations referred to as versions "T1" to "T5," although only generations T1 to T3 (or T25 as it is rightly known) can be seen as directly related to the VW Beetle (see below for details).
The Type 2 was among the first commercial vehicles in which the driver was placed above the front wheels. As such, it started a trend, at least in Germany, where the Ford Transit among others quickly copied the concept. In the United States, the Corvair-based 1960 Chevrolet Corvan cargo van and Greenbrier passenger van even went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and a mid-70s water-cooled version from Fiat, the 850 Microbus — neither of which were produced in great numbers — the VW remained unique in being rear-engined which was a disadvantage for the Panel Van which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in terms of traction and interior noise.
Another trend that the VW Transporter may not have started, but that it certainly gave momentum to, is the use of nicely-trimmed commercial vans as people carriers. This first took hold in the United States in the 1960s, aided by very intelligent, tongue-in-cheek advertising by the Doyle Dane Bernbach agency.
During the hippie era in the United States, the Bus became a major counterculture symbol. There were several reasons: The van could carry a number of people plus camping gear and cooking supplies, extra clothing, or do-it-yourself carpenter's tools, etc. As "a statement," its boxy, utilitarian shape made the Bus everything the American cars of the day were not. And used models were incredibly cheap to buy. Since that time, however, the original 1950–1967 Type 2 has become a hot collector's item with special variations reaching into North American five-figure price territory. The second generation has also passed its low-price years and is on its way to collector status.
T1
VW_Type2_T1c_Kombi.jpg
The first generation with the split front window, called the Microbus among fans today, was produced from March 8th, 1950 through the end of the 1967 model year. From 1950 to 1956 the T1 was built in Wolfsburg; from 1956 it was built in the completely new Transporter factory at Hannover (spelled "Hanover" in the US). Like the Beetle, the first Transporters had a 1.2 liter, 25 horsepower (19 kW), air-cooled four-cylinder boxer engine mounted in the rear. The 36 horsepower (22 kW) version became standard in 1955 while an unusual early version of the 40 horsepower (25 kW) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with the updated version of the 40 horsepower (25 kW) engine. Any 1959 models that retain that early engine at this late date are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called T1a or "Barndoor," owing to the enormous rear engine cover, while the later versions with slightly modified body, smaller engine bay, and 15" wheels instead of the original 16" ones were called T1b. From the 1963 model year, when the rear door was made wider (same as on the successor T2), the vehicle was referred to as T1c. 1963 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the standard outwardly hinged doors.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of one metric ton (1,000 kg) instead of the previous 750 kg, smaller but wider 14" wheels, and a 1.5 liter, 42 DIN horsepower (31 kW) engine. This was so successful that only a year later, the 750 kg, 1.2 liter Transporter was discontinued. When the Beetle received the 1.5 liter engine for the 1967 model year, its power was increased to 44 DIN horsepower (32 kW).
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a T2-ish nose and big taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models though they sported some characteristic features of the T1a, such as the cargo doors.
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The deluxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). And the sunroof deluxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1963 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively.
T2
In 1968, the second generation of the Type 2 was introduced. It was built in Germany until 1979, with production shifting to Mexico in 1980 and to Brazil in 1996. Models before 1971 are often called T2a, while models after 1972 are called T2b.
This second-generation T2 lost its distinctive split front window and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 liters and 48 DIN horsepower (35 kW), the engine was also slightly larger. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle transmission.
The T2b was introduced by way of gradual change over three years. The 1971 Type 2 featured a new, 1.6 liter engine with dual intake ports on each cylinder head and was rated at 50 DIN horsepower (37 kW). An important change came with the introduction of front disc brakes and new wheels with brake ventilation holes and flatter hubcaps. 1972's most prominent change was a bigger engine compartment to fit the larger 1.7 to 2.0 liter engines from the VW Type 4 (VW 411, 412), and a redesigned rear body.
This all-new, larger engine is commonly called the Type 4 engine as opposed to the previous engine first introduced in the Type 1, or Beetle. There is no "Type 2 engine" or "Type 3 engine", because those cars did not feature all-new engines when introduced.
In the Transporter, the Type 4 engine was an option for the 1972 model year, but was standard in US models. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines displaced 1.7 liters, rated at 66 DIN horsepower (49 kW) with the manual transmission and 62 DIN horsepower (46 kW) with the automatic. The Type 4 engine was enlarged to 1.8 liters and 68 DIN horsepower (50 kW) for the 1974 model year and again to 2.0 liters and 70 DIN horsepower (52 kW) for the 1977 model year. As with all Transporter engines, the focus in development was not on power but on low-end torque.
1973 also saw the most noticeable exterior changes. The front turn indicators were squared off from the previous version and set higher in the front valence, bigger rear lights were added to comply with US lighting requirements as were larger bumpers. Crash safety improved greatly with this change due to a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though being vans they were not required to. The only thing that shrunk on the new model, or so it seemed, was the large and distinctive "VW" emblem on the front of the early model.
Later model changes were primarily under the skin; by 1974, the T2 had gained its final shape. Very late in the T2's design life, in the late 1970s, the first prototypes of Type 2 vans with four-wheel-drive were built and tested but production 4WD transporters were introduced in T3 guise as late as 1985.
The T2 also has the distinction of being the basis for one of the most sought-after and valuable toys in history. In 1969, Mattel introduced a new model to their line of Hot Wheels die cast toy cars. This was the "Beach Bomb," a customized T2 Transporter complete with surfboards. Made in very small numbers, two variations of the toy were produced. The earliest model had the surfboards placed in boxes over the rear fenders; the later and slightly more common version lost the boxes and placed the surfboards on the roof. Only one "hot pink" unit of the early version was ever manufactured and sold. This rare color and body combination sold at auction for a record US$66,000 in 2002 and is currently insured for $100,000.
The T2c, so called since it got a slightly raised roof - by about 10cm - in the early 1990s, was built for South American and Central American markets. The T2c was produced in Mexico until 1991 with the 1.6 liter air-cooled Type 1 engine, and from 1991 until 1996 with water-cooled inline engines from the VW Golf. Since 1997, the T2c has been built in Brazil with air-cooled engines for the Brazilian market and with water-cooled engines for the Mexican market, the latter easily identified by their large, black front-mounted radiators.
Since production of the original Beetle was halted in late 2003, the T2 remains the only Volkswagen model with the traditional air-cooled, rear-mounted boxer engine still in production.
T3
Also see : Vanagon
The T3,T25 or Vanagon in the US, was built from 1979 to 1990 and was the third distinct generation of the Type 2. It featured an all-new mechanical design that matched the T2 in length and height, but was wider by 12 cm and considerably heavier. Additional interior space was created by lowering the engine compartment considerably; the rear door is more than twice as large as the T2's. The suspension and almost all mechanical components were completely changed; and the frontal crash protection was greatly increased. The body was considerably squared-off; though retaining the overall impression of previous versions to an amazing degree. Body variants remained the same as before.
Until 1982, the T25 was available with the same air-cooled engines as the T2. Starting in 1981, water-cooled diesel engines were available options and for 1984 water-cooled gasoline boxer engines replaced the previous air-cooled ones. From 1985 the T25 Syncro represented the first production Type 2 with four-wheel-drive. The Syncro drive system was full time four wheel drive, with drive to the front axle controlled by a viscous coupling, that delivered drive when required. European Syncros were normally fitted with front and rear pneumatically operated differential locks to improve traction. These were not normally fitted to US-spec Vanagons due to fears over product liability.
VW_Type2_T3_Caravelle_Synchro.jpg
Engine size and performance grew considerably over the T25's production run, from the 1.6 liter, 50 DIN horsepower (37 kW) and 2.0 liter, 70 DIN horsepower (52 kW) air-cooled engines to 1.9 liter water-cooled powerplants rated at 60 DIN horsepower (44 kW) or 78 DIN horsepower (57 kW) to the top-of the line 2.1 liter, 112 DIN horsepower (82 kW) fuel-injected version. Likewise, the diesel engine grew to 1.9 liters and 65 DIN horsepower (48 kW). There was a turbodiesel option, but only in 1.6 liter, 70 DIN horsepower (52 kW) trim. The 1.9 liter turbodiesel upgrade was not available until the introduction of the T4.
On its home market, the T25 was replaced with the T4 for the 1990 model year but some Syncro models and vehicles for the German post and military continued to be produced in Graz, Austria until 1992. The last German-built T3s were the very sought-after "Limited Last Edition" models of which 2,500 were built.
Meanwhile, the T25 was still being built in South Africa, with slightly modified body (bigger windows, different ventilation, less room above the engine), fuel-injected four- and five-cylinder inline engines and new equipment packages. South African T3 production was halted in 2002.
Front-engined Transporters
Since 1990, the Transporter in most world markets has been front-engined and water-cooled similar to other contemporary Volkswagens. It is quite noteworthy that this happened almost two decades later than it did for the passenger cars, especially since commercial vehicles are usually not purchased for sentimental reasons. A new front-engined Transporter with design cues from the T1 model was planned for the 2007 model year and targeted at the US market. However, in May 2004 Volkswagen announced that the design had been scrapped and would be replaced with another, more cost-efficient one to be marketed globally.
For more details on Volkswagen's front-engined Transporters, see VW Eurovan (US brand name – all types still marketed as Transporter in the UK and Ireland).
External links
- Club80-90.co.uk (http://www.club80-90.co.uk/)(The UK's biggest and best T25 resorce)
- Type2.com (http://www.type2.com/) (home of T1 and T2 mailing lists)
- Vanagon.com (http://www.vanagon.com/) (home of T3 mailing list)
- The Samba (http://www.thesamba.com/vw/) (lots of pictures of and additional information about T1 and T2, as well as other air-cooled Volkswagens)
- VW do Brasil (http://www.volkswagen.com.br/automoveis/kombi/)'s web site for the T2c (Portuguese text only)
- Bullikartei (http://www.bullikartei.de) (German club for T1, German text only)
- T2 IG (http://www.bulli.org/) (T2 Community of Interest, German text only)
- VW Bus Museum Salzgitter (http://www.vw-bus-museum.de/) (German text only)
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