Having the distinction of being the most built car ever (over 21 million) as well as my surrogate mother, the Volkswagen rightfully gets a lot of CC attention. The 1957 VW CC focused on the remarkable success that the Beetle enjoyed in the US, and how that came to be. But it skipped over the critical period of the VW’s actual production birth from the ruins of the war, and the huge impact it made in Germany and the rest of Europe. In this chapter of the VW story, we look at a rare 1946 model, and how the odds of it ever seeing the light of day were stacked against it. The Volkswagen should have been called the cockroach.
What makes the VW stories of the two sides of the Atlantic so fascinating is that they are essentially the polar opposite of each other: in the US, the Beetle was the underdog outsider that clawed and scrabbled its way inside; in Germany and parts of Europe it was soon the Top Bug, playing the defensive role to hold on to its dominant position; the GM of Germany we might say. Running into this highly unexpected and very rare 1946 VW Type 11 at a gas station starts the story perfectly: this was the very first VW actually sold to civilians, and the first to be called by the name Volkswagen.
An Automotive History unraveling the early development of the Volkswagen up to WWII is in the works and will appear shortly as a companion piece. (And the military Kübelwagen /Schimmwagen are here). So let’s focus on how the Volkswagen just barely sputtered back to life from the ruins of the war, and went on to take Germany by Sturm.
The Wolfsburg factory built in 1938-1939 to build Hitler’s KdF Wagen (Strength Through Joy Car) was the largest integrated new car factory in the world, designed to build a million cars a year, a staggering amount back then. Only a handful (210) of the KdF Wagens were ever built before war broke out in 1939, and they were quickly commandeered by the military. Production was switched to war purposes, including military stoves and parts for V1 rockest and bombers, as well as other kit and the Kübelwagen. Already substantially damaged by Allied bombers,the factory’s vital equipment was further destroyed by escaping POW and other alien/slave workers when the German guards fled in the face of the advancing Allies.
With much of the roof collapsed, machinery that wasn’t damaged was rusting. British forces took control from the American liberators, and set up a repair and maintenance shop for their vehicles. But with nothing else to do, some of the local workers kept assembling Kübelwagen, some 522 by the fall of 1945.
Under Major Ivan Hirst, the factory also turned out a couple of Type 1 sedans. One of them ended up in the local British military headquarters, and surprisingly, resulted in a large order for more. This was taken by Hirst as tacit approval to put the plant back to producing Type 1s. The future of the Volkswagen plant really all hinged on that unexpected little twist of fate. Well, along with one other one:
The VW factory was to be disassembled and its machinery sent to any Allied country that wanted it as war reparation and part of the massive Morgenthau Plan to de-industrialize Germany and turn it into a “pastoral state”. That job-killing plan practically starved the populace, and was eventually rescinded.
But that’s not why the Volkswagen factory didn’t end up in England. The Brits plain didn’t want it; a delegation from the British motor industry visited and checked out the VW, and demurred: “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.” Let’s just say that the VW ended up selling quite well in England some years later, to the chagrin of the authors of that report.
So it was left to the British Occupying Forces to deal with the factory and the desperate former employees that were most eager to get back to some kind of work. Army Major Ivan Hirst gets the bulk of the credit for clearing out unexploded bombs and putting the machinery back into car production. With his order for 10,000 VWs in hand, the Wolfsburg plant sputtered back to life in 1945, but not without many great challenges.
The Morgenthau Plan decimated steel and other industrial production, and tires were particularly hard to come by. Certain suppliers were no longer in existence, or in the wrong Occupational Zone. Raw materials were in critical short supply, and much of the output of cars was bartered for steel, rubber and other inputs to keep the factory running.
Solex, which built the Volkswagen’s carburetor, was one of the missing suppliers, as they were based in the Eastern Sector of Berlin. For some time until Solex could rebuild, the resourceful Wolfsburgers had to replicate the Solex carb with their own somewhat crude effort, as seen on this car here. Its castings may be a bit rough, but the motor starts right up, and the boxer’s inherent internal balance combined with the low compression makes for a smooth runner once it warms up.
Technically, those first 1945 models still carried the KdF Type 60 identification, and only 1,785 of them were built, with many parts from leftover stock. Brian, the owner of this 1946 that he restored, also has a 1945 KdF Wagen beginning restoration. Only a handful of ‘45s still exist anywhere. Production increased substantially in 1946, to 10k units, and now finally called the Volkswagen Type 11.
When I first saw this car in traffic going the other way on West 11th; I knew it was exceptionally old by the unusual hubcap design that soon gave way to the iconic VW baby moon cap. I made an aggressive U-turn and followed it into a gas station, where Brian was emptying his pocket change to get enough gas for a trip to visit some friends. Yes, this car gets driven like that, and a handful of change will keep it running for a while: Hitler and Porsche had agreed that the Volkswagen would use no more than 7 liters/100km (about 35 mpg) as well as cruise all day at 100 kmh (62 mph).
The 1100 cc air cooled four was rated at 25 hp, but this engine only pulled 23 hp on Brian’s own dyno (yup, he’s got quite a nice little shop with some other VW goodies in it). But it runs like a top, even if it tops out at something closer to fifty-five. Maybe that home-brew carb is the culprit. Not that he’d ever change it though; it’s quite a rarity.
Volkswagen production actually dropped a bit in 1947, to 8,987 units, due to shortages and the lingering economic stasis. As a result, Ford was offered the opportunity to buy the whole VW operation lock, stock and barrel, for…nothing! Just take it off our hands! Top Ford exec Ernest Breech told Henry Ford II: “I don’t think what we are being offered is worth a damn!” That was an historic recommendation; and Hank took it and passed.
Having escaped the Allies’ bullet for the second time, it was now up to the Germans to make something of their creation. Former Opel exec Heinz Nordhoff was tapped to run Volkswagen. The timing was right, as the economy took off in 1949 on the strength of the D Mark and the elimination of certain production restrictions. The German post-war Wirtschaftswunder was now under way, and VW production exploded: 46k in 1949; 114k in 1951; 202k in 1954; 333k in 1956; 575k in 1959, and over a million in 1965. Exports accounted for an increasing percentage after 1955 or so.
But the German market had to be satisfied first, which had a huge pent-up thirst for an affordable family-sized car. Even though the VW was now a ten year old design, its inherent qualities made it unbeatable on the home market, as well as very competitive in many other European markets. Nothing could touch its combination of quality construction, reliability, economy, supple suspension, traction and its ability to cruise at full speed all day long (just try that with a Fiat of the period).
Although the basic design was still competitive, a drastic updating/refinement program was initiated, and by 1953, just about every relevant system and component had been redesigned and improved. The Beetle looked mostly the same on the outside, but much had changed. The engine gained power (30 hp net/DIN), the transmission was transformed from a totally unsynchronized crash box to one of the best shifting in the world at the time, the suspension was substantially revised, brakes became hydraulic, and the interior was revamped. Some of these changes took a bit longer to find themselves into the non-export Standard model, which kept the crash box and mechanical brakes like on this ‘46 for some years yet.
Period pictures of Germany’s highways and roads show how predominant the Volkswagen was, much like the Ford Model T had been in the US twenty five years earlier. Well, it was the T all over again: Germans were packing them to the gunnels with kids and camping gear, and indulging that famous German Wanderlust. As a kid in Austria in the fifties, I vividly remember Innsbruck and all of Tirol being overrun by an invasion of German Beetles and their occupants every summer. In the most heavily invaded areas, merchants and restaurateurs would even price their wares in D-Marks. That struck us as scandalous.
Whereas the Beetle’s inroads in the US just got started after 1955 and peaked in 1970, Käfer fatigue set in much earlier in Germany. By the latter part of the fifties, the media was endlessly speculating when a modern replacement would appear. It took almost twenty years before that finally happened, in the form of the 1975 Golf.
Meanwhile, the competition started chipping away at the fortress Wolfsburg: Ford and Opel unleashed their 12M and Kadett; Fiat had been the biggest competitor with their 1100/1200 all along, now went for the jugular with both their RWD 124 and FWD 128. The Renault R4 and Citroen 2CV found favor with the younger set, who now saw the VW as “an old person’s car”. Quite the contrast from the US, where the Beetle was a rolling billboard of nonconformity and youth.
The German’s biggest gripes were the narrow interior (which was also very spartan in those early years),
the very limited rear seat leg room,
an almost non-existent trunk,
although the rear seat could be flipped down for a fairly roomy cargo area (later models were carpeted here),
lousy heater (those are the round heating outlets on the floor, for what they’re worth),
and poor performance. 100 km/h might have been a dream in 1938, but by 1968 it was a drag. VW, and Porsche under contract, built dozens of prototype Beetle successors. Some had radical new configurations, like the mid-engine-under-the-rear seat EA266 (above) from Porsche. But most were just contemporary boxy bodies on the tried and true VW chassis, which is essentially what the Type 3 1500/1600 of 1961 ended up being. The Type 3 was positioned above the Beetle, and although it was highly anticipated and became quite popular for a while, it never really fully satisfied the longing for something more modern.
Although the terms “Beetle” and “Käfer” might be expected to be as old the their namesake, both came along later, especially the German usage. A 1938 NYT article refers to the planned KdF wagen as a “beetle”, but it only started to reappear in America in the fifties. In Germany, the Volkswagen was called just that, until the Type 3 came along in 1961. To distinguish the two, the Germans borrowed the American’s terminology, and Käfer entered into common usage.
Volkswagen created a deep crisis for itself, especially in Europe, by dithering on a Beetle replacement. During the later sixties, exports to the US were so phenomenal, that the Beetle’s market share decline at home could be partially shrugged off. But after the Beetle hit the (Japanese) wall in the US, and the dollar was devalued in 1971, VW had a serious American problem too. The years 1971 – 1974 were the darkest days at Volkswagen since 1948.
By a desperate but fortuitous last-minute sleight-of-hand exercise, Audi engines and FWD expertise were repackaged in the brilliant Golf, and the crisis was finally over, at least in Europe. In America, not so much so. But we’ll pick up that story soon, with a genuine Pennsylvania-built Rabbit.
The interior may be spartan, but it’s less so than the French 2cv. Is Solex the same company that manufactures the French motorbike? How long has Brian had the car? Fascinating account.
As per wiki http://en.wikipedia.org/wiki/Solex it is the same company, a French one. It was almost certainly the biggest European manufacturer of carburetors, in addition to that wonderful moped.
I think he said a few years; he’s been into VW’s since the sixties, and has a shop with some goodies I’ll show sometime. His current interest is very early ones; he rebuilt this fairly recently, and is now building up a very rare 1945 model.
Naturally I relate to this story. My own VW history is, I think, not unusual. My first three cars, all second-hand, were: a ’63 Beetle, a ’65 Beetle, and a ’70 Type 3 squareback. Affordable and simple. The first Beetle was the only car I’ve ever personally done any significant work on (clutch replacement), thanks to the immortal, the scriptural, “How to Keep Your Volkswagen Alive: A Manual of Step-By-Step Procedures for the Compleat Idiot.”
The legend of the Beetle was that it always started right up. I’m thinking of the scene in Woody Allen’s “Sleeper”, where it’s the year 2170-something and he’s running away from the bad guys. He runs into a cave and there’s a Beetle sitting under 200 years of dust. He jumps in, turns the key, and — it starts right up! Of course!
That ’46 is a gorgeous vehicle. I’m especially loving the paint job – it does those V-Dub curves all kinds of justice.
What are the best model years to look for if someone wants to step up to their first Beetle re: ease of maintenance, parts availability, driveability etc. ? For the sake of argument, let’s assume it’s a summer car.
That matte finish is a careful re-do of the original finish, and is a bitch to keep up, because you can’t buff out scratches, or you’ll turn it into gloss!!
If I was looking for a fun project, with ease of parts and driveability, I would first look at models between 1958 and 1964, because they still have the classic original look, for the most part, but are very easy to get parts for.
The earlier you go, the more expensive your hobby will be. 1965 – 1967 are also nice; more power, but the bigger windows which have pros (better visibility) and cons (looks, for some folks).
The post 1968 models are most common and cheapest to buy, and have updated power, suspension, etc., but look even less like the original Beetles because of their big bumpers. That help?
Sure does, thanks!
Love how this one has the wartime VW emblem still on the shift knob-with the gear teeth (cog in a Nazi war machine perhaps?) around the outside, just like on the ’42 Kubelwagen I saw and photographed at Don Emory’s Porsche show in Amity, OR couple of years ago. In fact this 46 has the same hubcaps, sans the gear teeth.
And, by the way, that carb DOES have a choke
Of course it does, now that you’ve pointed that all-too obvious fact out. The owner, who is extremely knowledgeable, made a point of telling me it didn’t. And when he started it up, it idled very slowly, and a bit lumpy (cold engine). Yet there it is as plain as the nose on my face. ?? Maybe he meant the choke wasn’t working on his car at the time? That’s not how I understood it. Anyway, I’ve amended the text, and thanks for the correction.
Those B pillar traffic signals lasted through to at least 1959 on some of the export models. My father used to say that his Australian-delivery 1959 model had them. They were the latest thing at a time when people used to still use hand signals when turning the corner. It was a different time: no A/C, CD, GPS, ABS, radio, let alone a cup holder.
They were known as “semaphore” indicators. All the rage in the 50′s, gone by the 60′s.
According to the book Small Wonder, by Walter Henry Nelson, production went down to 8,987 in 1947, from 10,020 in 1946, not ’48 as per article. 1948 production was 19,244 as per quoted reference. Just trying to help in the accuracy department, I know how you are Paul.
You’re right; I got my numbers crossed. Thank you; I count on you all to be my copy editors
“The Brits plain didn’t want it; a delegation from the British motor industry visited and checked out the VW, and demurred: “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.” Let’s just say that the VW ended up selling quite well in England some years later, to the chagrin of the authors of that report.”Quote
One of the team that checked out the VW factory was probably the head of Morris Motors. The E-series Morris Eight of 1938 lacked independant suspension and overhead valves , but had a four speed synchromesh gearbox and hydraulic brakes. It couldn’t cruise at 60mph all day , but since Brooklands motor racing circuit was taken over by the military during the war there simply wasn’t anywhere in the UK where such sustained speed was possible.By 1946 the replacement , the Morris Minor, was already being developed , and was far superior to the VW. It was even meant to have a (front mounted) flat four engine , but financial pressures resulted in the old flat-head in-line four being retained.
Beetles eventually sold quite well in the UK , but only because they were better made and more reliable than contemporary British cars. History repeated itself because the first Japanese cars in the UK were odd-looking and mechanically out-dated , but sold well because they didn’t go wrong.
Rootes group turned down the VW but of course tried to build their own later on in the Imp which wasnt quite as successful. Being able to travel flat out was different to reality and these cars lacked enough power to go up hills they go ok on the flat only, I spent a lot of wheel time in a 53 1100 beetle and calling it gutless is being kind however it was easy to out drive the lights even in town at 30mph. I restored a 59 1200 beetle for a friend that went well but in hilly Tasmania was hardly fast you rowed it uphill with the gear lever, that particular car was perfect in every department and would be close to a new beetle to drive though hopelessly old fashioned compared to the rest of my fleet which included my 63 Holden.
I am trying to find out more info, but the brief description I got was the car they inspected was an early type, with no rear window, single headlight etc
That car is absolutely diabolical. It reminds one of an SS officer in a black leather coat.
The Morgenthau plan was proposed by the Treasury Secretary of the same name, but FDR wisely rejected it. Few manufacturing facilities in the Western Zone were expropriated by the Western powers; it was the Soviets who dismantled factories and took them home.
The most reliable people’s car, best car built before WW2 still can use until today.
After WWII british Army want build some off road Beetle for their Staff, but 4 wheel drive system at Red Army control area, only 2 VW87 ( 4 wheel drive beetle been built at end of 1946 for test, one lost by France Army, one now at Volkswagen Museum, this is why it looks not like original VW 877, the one at Porsche home town museum is much better
the best one 1941 Typ 877 prtotype at Hong Kong,this car still running every month.Can not belive.
It is possible that a person with Brian’s skills has removed the choke plate, leaving the linkage to act as a fast idle cam alone. I drive daily a ’67 fitted with a 1641 dual-port, downsized Solex 30pict and late style paper element air filter, and have removed the choke mechanism entirely. I rely only on intake air preheat and heel/toe until she is warm. The practice goes back to my racing days and the theory that choked cold cylinder washdown on startup is the most egregious time for wear.
I had the pleasure of driving a Kubelwagen and a 1946 Type 60 some years ago. The Type 60 became Type 51, until October 1946 when the Type 11 finally incorporated a much lower chassis than the previous Kubelwagen-based 8-inch ground clearance transplants, a true Autobahn cruiser. Secondary roads had also been repaired by then, negating the advantages of the Kubel-chassis beetles. Still had the crashbox and very exciting mechanical brakes.
Fantastic article on a beautiful automobile, thanks
I always wanted a REALLY OLD VW, but I have not quite been successful in finding one.
So far I have only been able to find a 1947. It is 65 yrs and one month old today.
Mike
Houston, Tx
Mike, I’d say a ’47 qualifies as an old bug. If you can get it, I personally would. You may find that it has a stamping, left and right side, just ahead of the brake pedal region on the curved forward bulkhead. This was to be the inboard mounting flange for a hydraulic master cylinder. When Porsche first initiated the Beetle in the late 30′s, Lockheed still held a patent on hydraulic brakes. Being forced to hold the price at 1000 Reichmarks($360), license fees were out of reach. As the Lockheed patent neared expiration, the factory began implementing design changes to accept hydraulics. At the Mid-America Motorworks Museum in Effingham, Illinois, is an early cutaway chassis that includes a front brake-only hydraulic layout. I think kits were offered aftermarket (EMPI?) as an upgrade for people driving mechanicals.
Just looked a bit closer, that appears to be a stock single master. There are three ports, one is cutaway. That pan is 1-0113 822, June, 1949. The cables to front brakes are removed, the rear still operated as mechanical. Must have been a pipe plug in the cutaway port at one time.
I am inspired to finish fixing the heat on my ’67. First snow today.
The old ’46 is an awesome find, but what really intrigues me is the EA266. It looks better (and more modern) than the Rabbit that we got stuck with in ’75….