Volkswagen T2

Saturday 30 January 2016
VW T2 was introduced in late 1967. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or "Early Bay"), while models after 1972 are called the T2b (or "Late Bay").
This second-generation Type 2 lost its distinctive split front windshield, 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 L and 35 kW (48 PS; 47 bhp) DIN, 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 suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.
The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed "Low Lights". 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.
In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.
In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. 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 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.
In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of 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 not required of vans. The "VW" emblem on the front valance became slightly smaller.
Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2's design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.

Technical data:
- engine: 4 cylinders
- capacity: 1584 cc
- horsepower: 50 HP
- gearbox: 4+1
- top speed: 110 km/h

Volkswagen T1 & T2

Monday 19 October 2015
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) 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 an updated version of the 30 kW engine. Any 1959 models that retain that early engine today 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 the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1963 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD rims. Wheel tracks varied between German and Brazilian production and with 14",15" and 16" wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm.
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 (a.k.a. three-window bus because of three side windows) 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). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.

Technical data:
- engine: 4 cylinders
- capacity: 1192 cc
- horsepower: 34 HP
- gearbox: 4+1
- top speed: 80 km/h

In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or "Early Bay"), while models after 1972 are called the T2b (or "Late Bay").
This second-generation Type 2 lost its distinctive split front windshield, 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 L and 35 kW (48 PS; 47 bhp) DIN, 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 suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.
The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed "Low Lights". 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.
In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.
In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. 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 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.
In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of 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 not required of vans. The "VW" emblem on the front valance became slightly smaller.
Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2's design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.

Technical data:
- engine: 4 cylinders
- capacity: 1584 cc
- horsepower: 47 HP
- gearbox: 4+1
- top speed: 105 km/h

Volkswagen Karmann Ghia Typ 14

Thursday 8 October 2015
The Volkswagen Karmann Ghia is a sports car marketed in 2+2 coupe (1955–1974) and convertible (1957–1974) body styles by Volkswagen. The Karmann Ghia combined the chassis and mechanicals of the Type 1 (Beetle) with styling by Luigi Segre of the Italian carrozzeria Ghia and hand-built bodywork by the German coach-builder Karmann.
The Karmann Ghia was internally designated the Typ 14. In 1961, Volkswagen introduced the Typ 34, a variant based on the newly introduced Type 3 platform and featuring angular bodywork.
Production doubled soon after its introduction, becoming the car most imported into the U.S. More than 445,000 Karmann Ghias were produced in Germany over the car's production life, not including the Type 34 variant. Karmann Brazil produced 41,600 cars locally for South America between 1962 and 1975.
American industrial designer Walter Dorwin Teague included the Karmann Ghia in his list of the world's most beautifully designed products.
The Type 14 debuted at the October 1953 Paris Auto Show as a styling concept created for Ghia by Luigi Segre.
In the early 1950s, Volkswagen was producing its economy car, the Type 1 (Beetle). With an increase in post-war standards of living, executives at Volkswagen proposed adding a halo car to its model range, contracting with German coachbuilder Karmann for its manufacture. Karmann in turn contracted the Italian firm Ghia, who adapted styling themes previously explored for Chrysler and Studebaker to a Beetle floorpan widened by 12 in (300 mm). Virgil Exner claimed that the design was his, based on the 1953 Chrysler D'Elegance.
In contrast to the Beetle's machine-welded body with bolt-on fenders, the Karmann Ghia's body panels were butt-welded, hand-shaped, and smoothed with English pewter in a time-consuming process commensurate with higher-end manufacturers, resulting in the Karmann Ghia's higher price.
The design and prototype were well received by Volkswagen executives, and in August 1955 the first Type 14 was manufactured in Osnabrück, Germany. Public reaction to the Type 14 exceeded expectations, and more than 10,000 were sold in the first year.
The Type 14 was marketed as a practical and stylish 2+2 rather than as a true sports car. As they shared engines, the Type 14's engine displacement grew concurrently with the Type 1 (Beetle), ultimately arriving at a displacement of 1584 cc, producing 60 hp (45 kW).
In August 1957, Volkswagen introduced a convertible version of the Karmann Ghia. Exterior changes in 1961 included wider and finned front grilles, taller and more rounded rear taillights and headlights relocated to a higher position – with previous models and their lower headlight placement called lowlights. The Italian designer Sergio Sartorelli, designer of Type 34, oversaw the various restylings of Type 14.
In 1970, larger taillights integrated the reversing lights and larger wrap-around turn signals. Still larger and wider taillights increased side visibility. In 1972, large square-section bumpers replaced the smooth round originals. For the USA model only, 1973 modifications mandated by the National Highway Traffic Safety Administration (NHTSA) included energy-absorbing bumpers. A carpeted package shelf replaced the rear seat.
In late 1974 the car was superseded by the Porsche 914 and the Golf/Rabbit based Scirocco.

Technical data:
- engine: 4 cylinders
- capacity: 1285 cc
- horsepower: 40 HP
- gearbox: 4+1
- top speed: 128 km/h

Volkswagen 1200

Tuesday 29 September 2015
No need to comment or describe this one. Great car, great replica.

Technical data:
- engine: 4 cylinders
- capacity: 1194 cc
- horsepower: 34 HP
- gearbox: 4+1
- top speed: 120 km/h

VW SP II

Wednesday 11 MArch 2015
The SP2 was a sports car developed by Volkswagen do Brasil for that market, from 1972 to 1976.
In the 70s, the Brazilian market was closed for imports. The only sports car officially made there was the aging (and by then retired) Volkswagen Karmann Ghia, and its failed successor, the Karmann Ghia TC. Only independent car makers were able to fill the gap, notably Puma, Santa Matilde and Miura.
The Volkswagen subsidiary in Brazil always had some degree of independence from Wolfsburg, so in 1969 they decided to start a new project of their own. A team led by Mr. Schiemann and supported by Rudolf Leiding (the CEO of the subsidiary and later of the entire company) started work on a so-called "Project X", and presented a prototype in a 1971 fair. But it would take another year before the car reached the streets.

Technical data:
- engine: 4 cylinders
- capacity: 1700 cc
- horsepower: 75 HP
- gearbox: 4+1
- top speed: 160 km/h

Volkswagen Brasilia

Wednesday 22 October 2014
he Volkswagen Brasilia is a compact car made in Brazil between 1973 and 1982.
The Brasilia (named after Brazil's capital city) looked like a smaller version of the Volkswagen 412 Variant, but was in fact based on the Volkswagen Beetle. It was developed by Volkswagen do Brasil (Volkswagen of Brazil), which had at the time a unique and somewhat exotic line of cars, which spawned such rarities as the SP2. The Brasilia was equipped with the Volkswagen air-cooled engine from the Beetle.
In September 1970, Volkswagen of Brazil's president, Rudolf Leiding, made a challenge for the company's major designers. He wanted to recreate the Beetle but with a Brazilian flair and with the Brazilian market in mind. At that time, the Beetle, the Bus and the Karmann-Ghia were the only air-cooled VWs that proved successful in Brazil. For Leiding, the new Volkswagen should be practical, economical and larger than the Beetle.
In three months, more than 40 prototypes were made, most of them with bold designs, with wide, inclined windshields. But the prototypes were expensive and VW was looking for a new cheap car, to compete with the brand new Chevette, from Chevrolet.
When the final design was ready and the car was to be put in production, a then unknown automotive reporter successfully spotted some of the vehicles in trial runs in the factory's vicinity. After failed attempts to drive the reporter away, some security personnel fired against his car, triggering a minor commotion in the Brazilian media. The publicity triggered an official apology from Volkswagen and boosted the sales of the magazine which brought the photographs (Quatro Rodas) as well as the career of the reporter, (Cláudio Larangeira), who was immediately hired by Quatro Rodas.
Sales began in 1973, and the production model featured a front end much like the German 412, and the back resembled a scaled-down Brazilian Variant Type 3. It was also the first Brazilian hatchback with five doors, but this version, however, was produced in a small proportion.
The total production of VW Brasilias reached over one million vehicles. Some were exported to Chile, Portugal, Bolivia, Perú, Ecuador, Venezuela, Paraguay, Uruguay, the Philippines, and starting in March 1976, in CKD kits of the 5-door to Nigeria, where it was renamed Igala. The only other country in which the Brasilia was assembled, was Mexico, where it was produced between 1974 and 1982.

Technical data:
- engine: 4 cylinders
- capacity: 1300 cc
- horsepower: 49 HP
- gearbox: 4+1
- top speed: 140 km/h