As you all know, I have a very deep affection for the Volkswagen. One of the many things that interest me is how it was seen and evaluated at various times in its long life. That varied; here in the US, its common image is of a cute but out-of-date car that had an anti-establishment bent and sold more on its reputation for reliability and popularity rather than any particular technical or performance qualities. That was not the case in 1954, when the VW was just bursting on the scene in the US, and a big part of its exploding popularity was because it was deemed to be “sporty”, even if its absolute performance was not exactly overwhelming. But then that could be said for some other cars back then that had a sporty reputation.
The VW’s quick and light steering, low center of gravity and four wheel independent suspension made it fun to drive briskly, especially if one had mastered its oversteer tendencies and used that to increase the fun factor. Road and Track tested three VWs, privately owned, two of them sporting minor modifications.
For a different perspective, there’s also a very thorough review of a ’54 VW in The Motor, a stalwart British publication. They had some interesting things to say; among other things, they lauded “the effective heater and demister”.
R&T starts with asking why the VW has such a strong appeal to the sports car owner, or ex-owner with a family. One of the ways that question was answered was via a 300 mile “race” of the three tested cars, one a stock ’54, one a ’54 with bigger carburetor jets and dual exhaust outlets, and the third a ’53 with the smaller 1100 cc engine but modified with McAfee 7.5:1 pistons and also the dual exhausts. Over the course of three miles driven flat out, the bigger-engine ’54s gained all of a car length over the modified ’53. But that high-compression ’53 did clearly win the economy part of the competition, averaging 38.7 mpg. This was of course between two to three times the mileage American cars delivered at the time.
As to top speed, everyone was fooled, thinking that they were crossing the perfectly flat roads at 70-75 mph, as indicated. The owners all swore that they had seen 80 mph, on gentle downgrades. But the true measured top speed for all of them turned out to be 65 mph, which is very close to the 68 mph that VW claimed for the 36 hp 1200.
R&T points out the reality that I and other ambitious 36 & 40 hp VW drivers all learned early on: they were capable of covering distance pretty effectively, despite the modest power and top speed, for two reasons: third gear was pretty tall, with a top speed of 59 mph, so not-too steep grades could be conquered at a decent clip. And once the summit was reached, the VW would happily run at 80, which corresponded to a bit less than 4,000 rpm. And of course momentum had to be maximized too. I used to surprise other drivers (and myself) at how well I could keep up in the Appalachians and Rockies, as long as my Beetle was in good tune. And yes, this was genuine fun; downright sporting, wringing out every possible drop of speed out of the Beetle.
The reality is that the Beetle’s 0-60 time of 39 seconds had very little impact on its ability to make good time and for the driver to have a good time.
The VW’s suspension was praised for being both comfortable but without any tendency to wallow. The 2.6 turn lock-to-lock steering was very much in sports car territory, and was of course both light and accurate. A delight, compared to what American cars offered in that regard.
Of course there was the oversteer, deemed its only significant deficit. R&T points out that not only would the great majority of typical American drivers never encounter it, and knowledgeable drivers knew how to exploit it, by getting through curves quickly by just using the throttle (and counter-steering) as a very effective method.
R&T ends with calling the VW a “best buy”, and notes that it is the only small import suited to American driving styles, with lots of high speed highway travel. The VW’s short stroke engine was unusual for its time, and it was designed for just that, to be driven flat-out on the autobahn. That was Hitler’s demand; ironically that is the single biggest factor that made the Beetle successful in the US.
On to the British take on the ’54 VW, which was not exactly a common import there at the time. But the VW did become a decent seller there too, as its many positive qualities found appreciative buyers. The Motor points out the same key factor: that the VW motor is designed for flat-out highway driving, very much unlike British cars of the time.
The Motor also notes that the “willingness of the unit” and the good handling “give the car a distinct enthusiast appeal”. The same general comment is made about the VW’s handling, with if being considered “outstanding” until the rather sudden oversteer kicks in. But again, this is deemed rather unlikely to be experienced by most drivers, and the capable ones will know to use it to their advantage.
The Motor points out that the VW has “a very effective heating and demisting system”; they must have rear the owner’s manual that says to open the vent window a crack in order to maximize the heat flow from the engine’s blower.
I had a lot of cars in my 93 years (I might be off a year or two- things get kinda hazy these days),and the most fun were my VWs. Over-steering was a great thing for those who knew how to use it. Most people didn’t and that’s why socialists such as Nader attacked it. My next most fun cars were the Ford T and ’55 Chevy (with three on the tree). These were perfect cars made in a world of imperfect men.
To EC- Snap oversteer is a real thing. I saw it happen with my own eyes, as I watched the accident in progress. After the rear-end impact, a guy was projected half out the back window by the breakaway seat mounts, another feature Nader revealed. The VW’s jack was positioned to pierce the fuel tank. Door latches were inadequate, and the steering column was a spear. Worn out heaters could gas you while you drove. Not unusual for a 1930s design, but thirty years later, American buyers weren’t expecting lethal flaws like these. Air-cooled fans (like me) learned to live with them, and those that didn’t survive can’t speak for themselves.
Enjoy the Beetle in all its style and friskiness and nostalgia. But it shouldn’t be trusted, like a modern car.
My first two cars were hand me downs from my father. My first car was a 58 vw van. It was a fine people mover, but handling was not in its vocabulary. The second offering was a 64 valient 200. Great cars sensible, economical everything a young man dreams about in a car.
I started buying my own cars after these two. Of course my choices were neither sensible nor economical.
And here’s Tom MCahill’s review of the ’53 VW:
https://www.curbsideclassic.com/vintage-reviews/vintage-review-tom-mccahill-drives-the-1953-volkswagen/
Of course, at this point in time, a Volkswagen was still sort of a semi-exotic. Probably only available in large cities (Johnstown didn’t get its dealership until either 1956 or 57, memory is a bit foggy on this). During the Fifties, at least in my home town, you were probably a bit eccentric to own one, invariably lived in the western suburb of town (the hotbed of liberalism as it was back then), and, to my father’s amazement, probably Jewish. Which was synonymous with ‘liberal’ at that time.
And the first couple Mercedes-Benz, from the dealership in Indiana, PA (35 miles northwest of Johnstown, and a major college town) were starting to appear.
I read articles like this and wonder what life would have been like if dad had taken Volkswagen of America’s offer to open a dealership in Indiana. Unfortunately, for him the memories of Monte Cassino were too vivid.
In the 2020s you still have to be a bit eccentric to own one.
Growing up in 60s-70s Israel I knew one Holocaust survivor who owned a Beetle. When I asked how come the answer was “the Nazis were fucking bastards but they designed cars right, I don’t want to have to visit the garage once a month”. When I think about such things as Hillman Imps, Fiat 600s and Renault Dauphines I can perfectly understand the statement…
I love this ’54 Bug and the color inside and out is great! Wish I had one like it!
It is a stunner.
In the UK both standard and “de-luxe” models were available, with the former having mechanically actuated brakes and a non-synchromesh gearbox. But the US only got the deluxe? Were there any new American cars with mechanical brakes sold in the 1950s?
When I read posts like this, I try to mentally put myself into the period and ask what I would choose. But in this case, I just can’t. There are attributes of small, European cars of the era that I like and dislike, and the same is true for the domestics of the era, and neither makes an overwhelmingly compelling argument for me to pick one over the other.
Unusually for my age and where I grew up, I’m pretty sure I’ve never driven an air-cooled Beetle, or any air-cooled VW for that matter. Unless a 914 counts. And I’ve only had a few in-town miles as a passenger. After seeing this post, I looked on a few “exotic” car rental sites but only found a chauffeured Beetle in LA for $175 per hour. Oh well … I’ll have to blend bits of our H2O Vanagon and our New Beetle to imagine the experience. Plus maybe the swing axle effect of the early Spitfire I’ve driven.
A 914 certainly does count. Mid-engined, yeah, but the pinnacle of VW air cooled technology.
Air cooled cars are strange to people nowadays. The fan was quite loud and they had no water jackets smothering the sound of the mechanicals.
A 20 year old coworker thought my VW Bus was a diesel because of how noisy and clattery it sounds.
Having run a couple of car repair shops and a restoration shop, all specializing in various British vehicles from TRs to Rolls-Royce, I’m familiar with the common complain from Americans that older British cars don’t have a decent heater.
So I understand why The Motor felt the VW heater and demister was sufficient.
In the late 1970s I ran a large repair shop specializing in MGA, MGB, and TR2 thru TR6 cars. We published a mail order parts catalog, and we used to add little “comments” about the cars from time to time. One of the comments I authored was that British cars didn’t have heaters, instead, they had “Smith’s Warmers”.
[For those readers here who are not familiar with British cars, Smith’s was a major manufacturer of instruments and heater assemblies, and virtually all the British cars sold new in North America had Smith’s warmers installed.]
We were also the first to offer bumper stickers that proclaimed:
ALL PARTS FALLING OFF THIS CAR ARE OF
THE FINEST BRITISH WORKMANSHIP!
In the 1950s most small cars on the Britsh market still had heaters as an optional extra on the base models.
In 1958-9 a Beetle cost slightly more than a Morris Minor, comparing 2-door sedans landed on a US East Coast port, but the heater option made the Morris cost more than a VW.
In the 1950s, heaters were still optional on most American cars.
As a matter of fact, the VW was the first mass-produced car in the world with a standard heater. That was a last-minute decision; the 1938 prototypes did not have a heater. But since it was quite a bit cheaper to use the hot air from the engine to heat and defrost the interior by channeling it through ducts, it was decided to add that late change.
It’s really quite a remarkable feature, for a car that sold for so little.
In 1954 you could make a reference to a Model T and people would know what you were talking about. Not so much now.
In the 50’s and early 60’s lots of people put the VW’s sportiness to good use, I’ve found several cool photos of beetles mixing it up with small sports cars.
It’s pretty brassy of you to just assume that nobody today would relate to a Model T reference. Most young people today would know that Model T is Ice T’s brother.
The Road & Track test ran in October 1954. Given magazine lead times, I assume there’d have been no need to use the heater in Los Angeles when the cars were actually being tested.
Tom McCahill and The Motor spoke favorably of the heater. Maybe they knew the trick of cracking a window.
A ni8ce car indeed .
I’ve had a few 54’s and all were good drivers back when they were just cheap used cars .
-Nate
I drove a 55 single tailpipe beetle a lot at highschool yes it would hit 60mph given enough road but it couldnt maintain it there was no flat straight roads in that area and most hills needed 2nd gear, the heater worked and overall it was a half decent car though lethal at night with only glow worms under glass up front instead of lights. I did a ground up rebuild of a 59 1200 beetle, that drove really well and so it should have everything had been gone the engine was a 72 1200 there was a run of them for some reason or other and the parts car came with it, that car had quite good road manners even on gravel but also had good radial tyres.
I remember in 1970, we were at a wedding, and the groom owned a late 1968 or1969 VW Bug. When they were ready to leave, 3 of us got behind the car and grabbed the bumper and used feet against a curb and the groom could not drive away. He revved it up and with us holding back the car would stall out. As he kept trying to move and racing the engine, only when the clutch was smoking did we let loose!
Pity the Beetle owner at a wedding- if he’s the groom. I wasn’t there (obviously), but at my wife’s first wedding, their getaway Beetle was put up on blocks in such a way that the suspension was damaged and they couldn’t get away. Meanwhile, the groomsmen were having a fist fight…
Well hell ;
Reading all this prompted me to get a friend come by and help me move the rebuilt 36HP engine into my truck’s bed then we pushed the ’59 #113 Beetle to my clean and solid concrete pad, I hope I’ll get cracking in it soon .
Any old car is a deathtrap .
If you’re afraid sell it on and live in fear .
-Nate
My experiences with Beetles were far and few between – I learned to drive on one in 1977 and years later (early 90s) did some chop top conversions on Mexican Beetles imported to the UK. I was never impressed with them but then even in 1977 the design was really well past its sell-by-date. I distinctly remember one trip to deliver a car where we needed to be on a ferry to Jersey island and were late; pedal to the metal and I could barely hit 80 MPH on a level Motorway. Neither car nor driver were happy. But I see how they made perfect sense in the 50s or the 60s – even in the US. I can well imagine a relaxed road trip from the East to the West Coast: no mechanical failures, little fuel consumed and some fun on the twisty bits.
These were “my Father’s VW” to me…my Dad first drove a Beetle sometime between 1950-1953 as he was assigned one while in the Army in Germany (he also drove a REO truck). He later bought a used ’59 until it was totalled parked in front of our house in Burlington but it was already a rustbucket by then. We can wax nostalgic about one, but most people today wouldn’t buy a new car so basic…that’s part of their charm, I’m sure but living day to day and doing the more frequently needed maintenance isn’t what most people are looking for these days…but they worked well at their time. He replaced the ’59 with a new ’68 Renault R10 (which was 4 door, but we seldom used it as a family car, it was mostly his commuter car). Both were rear engine RWD, which got good traction up in Vermont, and the R10 was his first car with standard radials.
As for me, I’ve owned no other car besides a watercooled VW, since 1981 when I bought a ’78 Scirocco…only owned 2 other VWs, including my current ’00 Golf. To me it is a “form follows function” car with efficient packaging. Yes, I’ve had my issues with mine, yes, one has left me stranded, but to me they are worth the bother as I just like driving them.