The Type 1—also known as the Beetle, is an economy car that was manufactured and marketed by Volkswagen (VW) from 1938 until 2003.

It was designed by Ferdinand Porsche and features an air cooled rear-engine, two door coupe or cabriolet body-on-chassis design.

History

Beetle
Beetle
	1949 Beetle Type 11 (Export Model)
Overview
Manufacturer	Volkswagen
Also called	Beetle; Bug; Super Beetle; 1200/1300/1302/1303/1500; Käfer; Carocha; Coccinelle; Fusca; Vocho;
Production	1938–2003: 21,529,464 built
Designer	Ferdinand Porsche
Variants	1200; 1300; 1302/1303;
Derivatives	Karmann Ghia (Type 14); VW Thing / Trekker (Type 181/182); Kübelwagen (Type 82); Kommandeurswagen (Type 87); Schwimmwagen (Types 128 and 166); Transporter (Type 2); 1500/1600 (Type 3); 411/412 (Type 4); Brasília / Igala (Type 321); Meyers Manx; Fiberfab Avenger GT; Porsche 356;
Powertrain
Engine	1100 cc Type 1 H4 (1938-1953); 1200 cc Type 1 H4 (1954-1965); 1300 cc Type 1 H4 (1966); 1500 cc Type 1 H4 (1967-1970); 1600 cc Single-port Type 1 H4 (1970 option); 1600 cc Dual-port Type 1 H4 (1971-2003);
Transmission	4-speed manual transaxle; 4-speed semi-automatic; Saxomat (from 1961); 3-speed semi-automatic; Autostick (1967–1976);
Dimensions
Wheelbase	2,400 mm (94.5 in)

Josef Ganz's "Maikäfer" and the Standard Superior

The idea of a "people's car" can traced as far back as 1923, when a young Jewish Hungarian engineering student named Josef Ganz began sketching concepts for a "car for the masses." Ganz's design featured a mid-mounted engine, independent suspension and a streamlined body.

Being a student, Ganz did not have the funding to produce a prototype of his design, but instead began submitting articles on automotive design for various publications. Shortly after completing his studies in 1927, Ganz was hired as editor-in-chief of Klein-Motor-Sport (later renamed Motor-Kritik), where he continued to write articles promoting progressive design and the creation of a car for the average citizen.

In 1929, Josef Ganz contacted motorcycle manufacturers Zündapp, Ardie and DKW with assistance to build a prototype of his concept. The first prototype, the Ardie-Ganz, was built at Ardie in 1930 and a second one was completed at Adler in 1931, which was nicknamed the Maikäfer (‘May-Beetle').

Production of the first car based on Josef Ganz's designs and patents began in 1933. The Standard Superior, built by Standard Fahrzeugfabrik, featured a body-on-tubular chassis, 2-stroke air cooled mid-engine, and independent suspension with rear swing-axles. This car was advertised as the German "Volkswagen," or "people's car," pre-dating the incorporation of Volkswagenwerk GmbH in 1937. Superior production ceased in 1935.

Due to the antisemitic policies of the Nazi Party, Ganz's influence on the development of the Beetle was largely forgotten and has often been left out of official Volkswagen history. His contribution is still widely debated to this day.

Ferdinand Porsche's prototypes

In 1931, Zündapp requested Austrian engineer Ferdinand Porsche design and build a prototype for an "everyman's automobile." This led to the development of three prototypes (two saloons and one coupe) known as the Porsche Type 12. These prototypes features a U-channel center beam chassis, leaf spring suspension, worm-gear steering and hydraulic drum brakes. The drivetrain consisted of a Zündapp-built five-cylinder radial engine (as opposed to Porsche's preferred flat-four engine) and a combined gearbox differential transmission joined by a wet single disc clutch. The Type 12 laid the basic design foundation for what would eventually become the Beetle.

In 1932, Porsche was contacted by NSU Motorenwerke to design and build a prototype automobile. NSU wished to return to manufacturing cars after a period of exclusively building motorcycles. While Zündapp has requested use of their radial engine, NSU placed no such restrictions and gave Porsche full control of development. This resulted in the construction of three prototypes, with two different body styles, called the Type 32. These prototypes featured the rear air-cooled flat-four engine, central tube frame, front axle, rear swing axle and torsion bar suspension that would become quite familiar to Volkswagen owners in the subsequent decades.

Adolf Hitler

In 1924, a young Adolf Hitler spent nine months in Landsberg Prison as a result of his Nazi Party's failed coup the year prior. While serving his sentence, Hitler read several books about Henry Ford's development of mass production techniques. Hitler showed great interest in automobiles, despite never having learned to drive. The future chancellor came to admire Ford and made it among his political ambitions to bring affordable transportation to the people of Germany in the same manner which Ford had done in the United States.

Upon Hitler's rise to power in 1933, the German auto industry was limited to luxury models, which few Germans could afford. Only one German out of 50 owned a car. The newly appointed chancellor began to form plans to utilize state resources to develop an affordable automobile. At the 1933 Berlin Auto Show, he viewed a presentation of the Standard Superior by Josef Ganz. Hitler was quite impressed with the revolutionary design and low price of the Superior. Ganz, however, was arrested by the Gestapo shortly thereafter on falsified charges of blackmailing the German automotive industry. Ganz was eventually released and quickly fled Germany.

In May 1934, at a meeting at Berlin's Kaiserhof Hotel, Hitler outlined his request for a basic vehicle that could transport two adults and three children at 100 km/h while not using more than 7 litres of fuel per 100 km. The engine had to be powerful enough for sustained cruising on Germany's Autobahn, which was under construction at the time. Parts needed to be widely available and quickly and affordably exchanged. The engine had to be air-cooled to avoid radiators freezing during the winter months. It's platform must be easily adapted to a variety of uses, including military applications. This "People's Car" was to be made available to citizens of Germany through a stamp booklet savings plan, for under 1000 Reichsmarks. (At the time, the average weekly income was around 32 Reichsmarks.)

By June 1934, Hitler had assigned the task of development to Ferdinand Porsche. A design team was quickly assembled which included future Porsche designers Erwin Komenda and Karl Rabe. By October 1935, two prototypes known as, a sedan (V1) and convertible (V2), were complete and ready for testing. By 1936, three more prototypes (V3) were finished. These cars were designated Type 60 and built by hand in Porsche's Stuttgart workshop.

Hitler was impressed with the V3 prototype at the Berlin Auto Show and immediately ordered that it enter production. The Reichsverband der Deutsche Automobilindustrie, a special interest group representing German automakers, immediately pushed back against further development, seeing the low cost of the car as a threat to their business. This in turn caused Hitler to declare the project a wholly state-run enterprise of the national labor union, Deutsche Arbeitsfront.

A further thirty development models, known as V30, were produced for Porsche by Daimler-Benz. These vehicles underwent demanding tests through a variety of terrain and environmental conditions. Overall, these cars were subjected to a combined 1.8 million miles over the course of 1937. Though lacking a rear window, all V30s shared the distinctive round shape and the air-cooled, rear-mounted engine of final production models.

The final design added a split rear windshield. In 1938, 44 pre-production models known as the VW38 were built by hand in Stuttgart. The very first convertible model from this batch (chassis 38/31) was presented to Hitler as a gift. Fifty more cars followed in 1939 (VW39), and though still hand-built, some parts utilized the new stamping dies built for production.

The KdF Wagen and a new factory

By 1937, it was decided that a new factory was needed for production of the "people's car." Land was seized in Northern Germany, along the banks of the Mitteland Canal in the village of Fallersleben. Construction of the new factory began in February 1938.

On May 26, 1938, a cornerstone-laying ceremony was held at the site of the new factory with typical Nazi-party fanfare and propaganda photo-ops. In the speech given by Adolf Hitler, he announced the new automobile to be built on the site will be named "Kraft-durch-Freude-Wagen" ("Strength Through Joy Car," abbreviated to KdF-Wagen) after the leisure organization operated by Deutsche Arbeitsfront. He also outlined his plan for construction of a grand factory city known as "Stadt des KdF-Wagens bei Fallersleben" ("City of the Strength Through Joy car at Fallersleben") to be built on the southern side of the canal.

Production of the KdF Wagen was scheduled to begin in the Autumn of 1939. Nazi propaganda claimed the new factory was expected to produce 500,000 vehicles per year, all for the benefit of the German people. However, only about 200 vehicles were produced prior to the outbreak of war. Most of these early production vehicles were given to Nazi Party officials and few, if any, citizens received their car through the stamp-booklet savings plan.

Wartime production

On September 1, 1939, Nazi Germany invaded Poland. Two days later, France and Britain declared war on Germany, signaling the start of World War II.

Almost immediately, the factory at KdF-Stadt shifted to wartime production. The primary vehicles produced during this time were the Porsche-designed Type 82 Kübelwagen and Type 166 Schwimmwagen. A handful of light vehicles based on the KdF-Wagen were constructed, such as the Type 82E Kommandeurswagen. The manufacturing resources of the factory were also used to produce other military equipment including stoves, aircraft parts and assemblies for the V1 flying bomb. A very limited number of civilian KdF-Wagens were built during the war, which were primarily handed to high-ranking Nazi Party members.

Production at KdF-Stadt was halted in 1944 after the factory sustained significant damage due to Allied bombing. Much of the critical equipment was moved into bunkers, with expectation that production would resume after hostilities ceased.

Due to gasoline shortages in the late stages of the war, a small number of vehicles were converted to utilize wood-burning gas generators. These became known as "Holzbrenner" Beetles.

In early 1945, the tide of war had turned. American troops were advancing deeper into Germany and over two thirds of the factory lay in ruin. Some workers, many of whom were foreign forced laborers, began destroying as much as they could of what was left.

Allied occupation

KdF-Stadt was captured by US troops on April 11, 1945. Over 7,700 forced laborers were liberated from the factory. On May 25, 1945, the city was renamed Wolfsburg, after the nearby Wolfsburg Castle. The Americans occupied Wolfsburg until June 1945, at which time it became part of the British Occupation Zone.

The British intended to dismantle the factory and ship all useable assets to Britain under the Morgenthau Plan. However, no British automaker was interested in the factory. Sir William Rootes, head of the British Rootes Group, told Hirst the project would fail within two years, is quoted as saying the car "is quite unattractive to the average motorcar buyer, is too ugly and too noisy. If you think you're going to build cars in this place, you're a bloody fool."

Responsibility for the city and the factory then fell to a division of the Royal Electrical and Mechanical Engineers commanded by Major Ivan Hirst. At the time, the bombed-out factory was being utilized as a repair shop for Allied military and transport vehicles. Hirst soon discovered that much of the original tooling and parts remained undamaged. His team assembled a few complete vehicles from existing parts and saw the potential in the quirky little car. Realizing that occupation forces required a cheap and reliable form of transportation during Germany's reconstruction, Hirst saw an opportunity. The car was presented to the British Military, who promptly placed an order for 20,000 vehicles. Two weeks later, the order was doubled to 40,000.

Hirst quickly grew the workforce from the remaining 450 post-war workers to over 6,500 employees. At this time, the car reverted to it's original name, "Volkswagen" (People's Car) and the model was designated the "Type 1." The first production Type 1 rolled off the assembly line on December 27, 1945. By March 1946, the Wolfsburg plant was producing 1,000 cars per month, painted army green for the British military. Early production numbers were limited by rationing and a shortage of raw materials, such as steel, batteries, textiles, and glass. Early Beetle roof sections were fashioned out of two pieces of steel, due to larger sheets being unavailable. Hirst convinced the British government to allocate the necessary materials, as the operation of the factory stimulated economic growth and increased employment during post-war reconstruction.

1947 signaled a transition into building a civilian version of the Type 1. For the first time, chrome bumpers, hubcaps and body trim were fitted. Engine displacement was increased to 1131cc and had an output of 25hp. Models destined for export markets were designated and marketed as the Type 11. Civilian output reached 9,000 units in 1947, which increased to almost 20,000 in 1948.

In March 1948, the British offered the company to Ford, free of charge. Henry Ford II and Ford chairman Ernest Breech travelled to West Germany to tour the factory. When Ford asked Breech for his opinion, Breech said, "Mr. Ford, I don't think what we're being offered here is worth a damn!"

Returning Volkswagen to German control

After the British-led restart of production and failing to find a buyer for the company, Hirst began to look for a successor to return day-to-day operations back to the Germans. Former Opel director Heinrich Nordhoff was offered a position as manager. Despite being highly critical of the Volkswagen's unconventional engineering in the past, Nordhoff had few other opportunities. Though he was never a member of the Nazi Party, he had been barred from work in the American sector due to his position at the Opel factory building German military vehicles. Nordhoff accepted and took control of the Wolfsburg plant on January 1, 1948.

Under Nordhoff's leadership, the British Military Government slowly took a backseat to operations. On October 8, 1949, ownership of Volkswagenwerk GmbH was transferred to the newly-formed West German government.

Expansion and export

Upon joining Volkswagen, Heinrich Nordhoff brought years of managerial, technical, and mass production experience to the young company. Nordhoff settled on a "one model" plan, where the product would retain a similar outward appearance, with minor changes made to improve performance and efficiency. Right away, he saw the need to expand the market. Though under British control, a strong export market had been created in a handful of European countries, Nordhoff realized that in order to survive, Volkswagen would have to break into the American market. At the time, The United States had the strongest post-war economy and most stable currency in the world.

Norhoff recruited Ben Pon, a highly successful Dutch importer, to introduce the Volkswagen to the American market. Pon traveled to New York in 1949, bringing a Beetle along, to try and convince European Car dealers to sell the car. After a month of attempts, Pon was ultimately unsuccessful. He ended up selling the Beetle for just $800 in order to pay for his expenses. While a few VWs had been brought back to the United States by returning GIs, Norhoff was determined to break into the market. He traveled to the US himself later in 1949, but was no more successful, again selling only one car.

In 1950, Max Hoffman took interest in Volkswagen. Hoffman was an established and successful American importer of European autos. Hoffman established a small American sales network which managed to sell 330 VWs in the first year. Many of the dealers who purchased Volkswagens did so in hope to establish a good report with Hoffman. They wished to acquire more exotic models from Jaguar or Porsche, and used the VW as their bargaining chip. By the end of 1953, 2,173 were registered in the United States. By comparison, VW exported over 70,000 cars in 1953 alone. Hoffman was quite disappointed with these figures and ended his relationship with VW by 1954.

In 1952, six Beetles, a bare Type 1 chassis and six Type 2 Transporters were showcased at the Canadian National Exhibition. Reactions to the strange little car were mixed. Some were excited about a new, economical vehicle coming to market, but others were opposed to buying a German product only 7 years removed from World War II. The one thing that everyone could a agree on, is that it was "different." Despite this reaction, Volkswagen of Canada was established in a Toronto farmhouse later that year. VWoC sold 8 cars in their first year of operation. In 1953, VWoC president Werner Jansen and a small crew took a Beetle and a Transporter on a promotional trip. Interest in the vehicles grew as a result, and soon after an extensive dealer network was established across Canada.

Major changes by year

1938

44 hand-built VW38 pre-production models built. First split rear windshield.

1939

50 hand-built VW39 pre-production models built.
First use of stamping dies in production.
First production KdF-Wagens built, approximately 200, before factory shifts to wartime production.

1940-1942

Production dates January 1, 1940 to December 31, 1942
Chassis numbers 1-00,001 - 1-014,383
Engine numbers 1-00,001 - 1,017,113

Limited production of KdF-Wagen. Estimated 840 built through 1944.
Engine displacement 985cc producing 22bhp at 5.8:1 compression ratio.

1943-1944

Production date January 1, 1943 to December 31, 1944
Chassis Numbers 1-032,302 - 1-051,999
Engine numbers 1-017,114 - 1-077,683

Engine displacement increased to 1131cc producing 25bhp at 5.8:1 compression ratio.

1945

Production dates January 1, 1945 to December 31, 1945
Chassis numbers 1-052,000 - 1-053,814
Engine numbers 1-077,683 - 1-079,093

Renamed Volkswagen Type 1, production restarted under British control.

1946

Production dates January 1, 1946 to December 31, 1946
Chassis numbers 1-053,815 - 1-063,796
Engine numbers 1-079,094 - 1-090,732

Pushrod tubes get compressible ends, replacing springs.
Fuel tank raised.
Grease nipple added on brake cables.
Tires increase in size from 4.5x16 to 5.0x16.

1947

Production dates January 1, 1947 to December 31, 1947
Chassis numbers 1-063,797 - 1-072,743
Engine numbers 1-090,733 - 1-100,788

Reinforced rear hub bearings.
New lockable spare wheel bracket.
Manually operated summer/winter setting added to fan housing (flap which closes off half of air intake).
Chassis number added to tunnel between shifter and handbrake lever.

1948

Production dates January 1, 1948 to December 31, 1948
Chassis numbers 072,744 - 091,921
Engine numbers 100,789 - 122,649

First year of "Pope's nose" license plate light.
Steering column grooved longitudinally for steering lock.
Update brake drums.

1949

Production dates January 1, 1949 to December 31, 1949
Chassis numbers 091,922 - 138,554
Engine numbers 122,650 - 169,913

Solex carburetor becomes standard.
Domed air filter cover.
Intake manifold support.
Front torsion bars transposed - 5 in lower tube, 4 in upper tube.
Case hardened exhaust valve stems introduced.
"Elektron" alloy gearbox casing replaces magnesium.
Fusebox relocated to inside left hand front wing.
Pressing for number plate on engine lid removed.
Fuel tank shape changed, gauge strainer not fitted.
Fuel filler cap gets VW emblem.
Cylinders have higher phosphor content.
Starting crank hole removed.
Dash redesign.
Brown rubber front floor mats over the rubber floorpan covering.
Brake cables get Mipolam sheath.
Accelerator pedal roller increased in size.
Boge or Hemscheidt shock absorbers available.
Pull cable bonnet (hood) release, no lock on handle.
License plate indentation on rear deck lid removed.

1950

Production dates January 1, 1950 to December 31, 1950
Chassis numbers 138,655 - 220,133
Engine numbers 169,913 - 265,999

Small emblem hubcap replaced big emblem.
5 torsion leaves in each tube.
Gaskets added between cylinders and heads.
Bosch headlights become standard.
Tailpipe increased from 31 to 32mm.
Intake manifold now made of lightweight alloy.
Small cut-outs in tops of door windows.
Hydraulic brakes on export models.
Automatic engine cooling control by thermostatically controlled throttle ring.
Brake master cylinder reduced from 22.2mm to 19.5mm.
Rear brake cylinders reduced from 19.05mm to 15.9mm.
Optional cloth sunroof inroduced.
Hole for external crank handle discontinued on Cabriolet late in the model year.
Noise mufflers added to heating ducts.
Heat riser added to intake manifold.
Wrist pin offset to reduce piston slap.
Stronger alloys for exhaust valves and inserts.

1951

Production dates January 1, 1951 to December 31, 1951
Chassis numbers 220,134 - 313,829
Engine numbers 265,000 - 379,470

Chrome trim added to windshield seal.
Wolfsburg crest added above front hood handle.
Vent flaps (also known as crotch coolers) added to front quarter panels on export models.
Dual action shocks replace rear lever shocks.
Glove box door added to cabriolet models.
Single valve springs replace double springs.

1952

Production dates January 1, 1952 to December 31, 1952
Chassis numbers 318,830 - 428,156
Engine numbers 379,472 - 519,258

Crankshaft end play adjusted by 3 shims.
Tire size change from 5.00x16 to 5.6x15.
Torsion bar leaves increase from 5 to 6 for improved suspension travel.
New instrument panel layout from October 1952.
26PCI carburetor in late 1952.
2nd, 3rd and 4th gears fully synchronized, replacing old "crash box" transmission.
Window regulater reduced from 10 ½ to 3 ½ turns.
Glass vent windows replace body panel "crotch cooler" vents.
Heater control changed from pull knob to rotary knob.
T-style decklid handle introduced.
Dual brake/taillights replace single unit.
Turn indicator switch moved to steering column from dashboard.
Interior light moved to left side B pillar.
All models now feature glove box lid.
Larger reinforced bumpers.
Self parking wipers.
Crank starter hole discontinued on all models.
Widened body side trim.
Redesigned "Pope's nose" license plate light.

1953

Production dates January 1, 1953 to December 31, 1953
Chassis numbers 428,157 - 575,414
Engine numbers 519,259 - 695,281

Split rear window becomes one-piece oval on March 10, 1953.
Fuel filler neck widened from 40 to 80mm.
Lock button added to vent window latch.
Chrome plated ash tray handle.
Adjustable door striker plates.
Change to 3rd and 4th gear ratios.
Valve clearance changed to .004"
Carburetor and distributor with both vacuum and mechanical advance late in model year.
Generator output increased to 160 watts.
Break-in period for new engine dropped.
Torsion bar leaves increased from 6 to 8 in each tube.

1954

Production dates January 1, 1954 to December 31, 1954
Chassis numbers 575,415 - 781,884
Engine numbers 695,283 - 945,525

Engine displacement increased to 1192cc outputting 36hp at 6.1:1 compression ratio.
Larger intake valves.
Cylinder heads redesigned to improve cooling.
28PCI carburetor becomes standard.
Starter switch incorporated into ignition switch.
Three way interior light upgrade.
Engine compression ratio becomes 6.6:1 late in model year.
Air cleaner upgraded to oil-bath type.
Seat upholstery fabric quality improved.
Rubber retaining strap added to rear seat to prevent flipping forward while braking.

1955

Production dates January 1, 1955 to December 31, 1955
Chassis numbers 781,885 - 1,060,929
Engine numbers 945,527 - 1,277,347

Flashing blinkers replace semaphores on USA models.
Top window in tail light housing eliminated.
Gear lever moved forward.
Dished steering wheel.

1956

Production dates January 1, 1956 to December 31, 1956
Chassis numbers 1,060,930 - 1,394,119
Engine numbers 1,277,347 - 1,678,209

Sunroof reduced in size and changed from cloth fabric to plastic fabric.
Tail light housing raised 2 inches and becomes single lens.
Curved gear shift handle.
Bumper over-riders added.
Dual tail pipes added, chrome on export models and black enamel on standard models.
Steering wheel spoke moved lower, off-center.
Heater knob moved forward.
Fuel tank capacity increased.
Luggage compartment size increased.
Larger oil pump mounting shaft.
Fuel filter tap removed.
Copper plated fulcrum plates in universals.
More powerful starter motor.
Tubeless tires now standard equipment.
Front floor heater outlets moved rearward late in model year.
Front seat backs now adjustable.

1957

Production dates January 1, 1957 to December 31, 1957
Chassis numbers 1,394,120 - 1,774,680
Engine numbers 1,678,210 - 2,158,321

Optional sunroof size reduced again.
Larger engine oil galleries.
Ring and Pinion ratio changed.
New brake pedal design increases leverage.
Adjustable striker plates in door frames.

1958

Production dates January 1, 1958 to December 31, 1958
Chassis numbers 1,774,681 - 2,226,206
Engine numbers 2,156,322 - 2,721,313

Larger windshield.
Oval rear window replaced with larger glass.
Reinforcement added to frame head.
Redesigned instrument panel.
Radio grill moved to the left.
Front turn indicators moved to top of fenders.
Decklid redesigned.
Flat accelerator pedal replaces roller type.
Horizontal air inlets added to convertible models.
New style dished steering wheel.
Brake drum and shoe friction surfaces wider.
Upgraded clutch with stronger springs.
3rd and 4th gear ratios changed.

1959

Production dates January 1, 1959 to December 31, 1959
Chassis numbers 2,226,207 - 2,801,613
Engine numbers 2,721,314 - 3,424,453

Front suspension control arm bushings changed to needle rollers.
Chassis reinforced.
Sway bar added.
Improved fan belt.
Upgraded clutch springs.

1960

Production dates January 1, 1960 to July 31, 1960
Chassis numbers 2,801,614 - 3,192,506
Engine numbers 3,424,454 - 3,912,903

Recessed steering wheel for increased safety.
Damper added to steering linkage.
Steering box switches to worm-and-peg from worm and roller.
Generator output increases from 160 to 180 watts.
Outside door handles switched to push button type.
Padded sun visor.
Seat back contour changed.
Wolfsburg crest on front hood reduced color.
Last year for semaphores in Europe, Canada, Australia.

1961

Production dates August 1, 1960 to July 31, 1961
Chassis numbers 3,192,507 - 4,010,994
Engine numbers 3,912,904 - 3,924,022 & 5,000,001 - 5,958,947

NEW MODEL YEAR DESIGNATIONS
Engine upgraded to 1200cc producing 40bhp at 7:1 compression ratio.
Fuel pump relocated to right side of distributor.
Generator stand now separate part from engine block.
Lifter and pushrods no longer one-piece units.
Cylinder head redesign with angled valves.
28 PICT carburetor with automatic choke and pre-heat.
All forward gears fully synchronized.
New vacuum advance distributor.
Positive crankcase ventilation.
New fuel tank with flatter top.
28 blade cooling fan.
Sealed tie rod ends.
Sissy bar added.
Non-repeat starter switch.
Wider front brake friction surfaces.
Transparent brake fluid reservoir.
Pump type windshield washer.
Push-on wiring connectors.
Enlarged heater pipes.
Sun visor and grab handle for passenger.

1962

Production dates August 1, 1961 to July 31, 1962
Chassis numbers 4,010,995 - 4,846,835
Engine numbers 3,924,023 - 3,924,914 & 5,958,948 - 6,935,203

Fuel gauge added, reserve switch discontinued.
Larger tail lights with plastic lenses.
Spring loaded front hood.
Sliding added to heater outlets.
Progressive valve springs.
Seat belt anchor points added.
Stronger clutch springs.
Worm and roller steering.
Pneumatic windshield washer using spare tire for air pressure.
Last year of semaphores on domestic models.

1963

Production dates August 1, 1962 to July 31, 1963
Chassis numbers 4,846,836 - 5,677,118
Engine numbers 3,942,915 - 3,959,303 & 6,935,204 - 7,893,118

Fresh air heating introduced.
Redesigned fan housing, muffler and heat exchangers.
Leatherette vinyl headliner.
Folding handle for sunroof.
Nylon window guides.
Foam sandwich insulated floor mats.
Front hood Wolfsburg crest discontinued.

1964

Production dates August 1, 1963 to July 31, 1964
Chassis numbers 5,677,119 - 6,502,399
Engine numbers 3,959,304 - 3,972,440 & 7,893,119 - 8,796,622

Metal sunroof.
Dual thumb bar horn button.
Distributor vacuum pipe altered to inverted ‘V' bend.
Larger front turn signals.
Larger license plate light.
Basketweave vinyl seat upholstery.
28PICT/1 carburetor introduced late in model year.

1965

Production dates August 1, 1964 to July 31, 1965
Chassis numbers 115,000,001 - 115,999,000
Engine numbers 3,972,441 - 4,050,000 & 8,796,623 - 9,800,000

Chassis numbering system changed to reflect type designation and body style.
Redesigned brake master cylinder and wheel cylinders.
New cooling air control with flaps under fan.
Improved heater.
Lever style heater controls on center tunnel.
Slightly curve added to enlarged windshield.
Larger door windows, rear window and quarter windows.
Slimmer A & B pillars.
Window vent lock relocated to bottom.
Upgraded wiper motor.
Longer wiper blades.
Front seats redesigned to increase rear passenger leg room.
Fold-flat rear seat.
Push-button decklid latch.
Swiveling sun visors.
Rear view mirror dome light assembly for convertible models.

1966

Production dates August 1, 1965 to July 31, 1966
Chassis numbers 116,000,001 - 116,1021,300
Engine numbers D 0,000,001 - D 0,095,049 (1200cc 40HP)
E 0,000,001 - E 0,006,000 (1300cc 37bhp Non-USA - M240 low compression)
F 0,000,001 - F 0,940,716 (1300cc 50HP)

New engine numbering system with prefix determining engine type.
1300cc engine introduced.
"1300" badge on decklid.
30PICT/1 carburetor introduced.
Cam bearing added to engine.
Emergency blinker switch added.
Slotted steel wheels and flatter hub caps.
Rear view mirror enlarged.
Headlight dimmer incorporated into turn signal lever.
Defroster outlet added to center of dash.
Semi circle horn ring.
Upgraded front suspension. Ball joints replace king pins, improved torsion bars and shock absorbers.
Needle wheel bearings.
Round door handle pushbutton.
Front seatback locks introduced.

1967

Production dates August 1, 1966 to July 31, 1967
Chassis numbers 117,000,001 - 117,999,000
Engine numbers D 0,095,050 - D 0,234,014 (1200cc 40HP)
E 0,006,001 - E 0,014,000 (1300cc 37bhp Non-USA - M240 low compression)
F 0,940,717 - F 1,237,506 (1300cc 50HP)
L 0,000,001 - L 0,019,335 (1500cc 40bhp Non-USA - M240 low compression)
H 0,204,001 - H 0,874,199 (1500cc 53HP)

1500cc engine introduced into Type 1 models.
"Volkswagen" badge on engine lid.
12 volt electrical system.
Generator output increased from 180 to 360 watts.
Voltage regulator moved from to under rear seat.
Wider rear swing axles (1350mm).
Clutch diameter increased to 200mm on 1300 & 1500 models.
130 tooth ring gear (flywheel) replaces 109 tooth.
Dual circuit brake system on drum brake models.
Single circuit front disc brakes introduced on some export 1500 models(non-USA).
Inside door handles recessed.
Two speed wipers.
Reverse lights introduced on USA models.
Vertical headlights replace sloped glass.
Sealed beam headlights on USA models.
Decklid redesigned for vertical mounted license plate
Parking light incorporated into front turn indicators.
Lock buttons added to doors.
Driver side armrest on door.
Slimmer chrome trim on outside.
Driver's outside mirror becomes standard equipment.
Rear anti-sway bar fitted.

1968

Production dates August 1, 1967 to July 31, 1968
Chassis numbers 118,000,001 - 118,1016,100
Engine numbers D 0,234,014 - D 0,382,979 (1200cc 40HP)
E 0,014,001 - E 0,015,981 (1300cc 37bhp Non-USA - M240 low compression)
F 1,237,507 - F 1,296,298 (1300cc 50HP)
L 0,019,337 - L 0,021,115 (1500cc 50HP Non-USA - M240 low compression)
H 0,874,200 - H 1,003,255 (1500cc 53HP Non-USA)
H 5,000,001 - H 5,414,585 (1500cc 53HP USA/Canada - M157 emission control)

Optional semi-automatic "auto-stick" transmission.
Double joint IRS rear suspension optional.
New pressed steel bumpers without upper "towel bar".
Flatter hubcaps.
Padded dash on some export models.
Large black knob added to vent window opener.
Straight shift lever.
Four bolt wheels replace 5 stud patten.
Larger front brakes on drum brake models.
Larger rear brakes.
Solex 30PICT/2 carburetor.
Fuel filler moved outside behind right front fender.
Brake fluid reservoir moved to left side of front luggage area.
New electrical fuel gauge incorporated into speedometer.
Oil warning light now red.
Flattened exterior door handle with single finger squeeze trigger.
Larger ‘flat bottom' tail lights.
Head restraints incorporated into front seat backs on some export models.
Collapsible steering column.
Exhaust emission control on USA models.
Front hood release moved into glove compartment.
Fuel door release moved inside late in model year.

1969

Production dates August 1, 1968 to July 31, 1969
Chassis numbers 119,000,001 - 119,1200,000
Engine numbers D 0,382,980 - D 0,525,049 (1200cc 40HP)
E 0,015,982 - E 0,020,021 (1300cc 37bhp Non-USA - M240 low compression
F 1,462,599 - F 1,778,163 (1300cc 50HP)
L 0,021,115 - L 0,024,106 (1500cc 40bhp Non-USA - M240 low compression)
H 1,003,256 - H 1,124,668 (1500cc 53HP Non-USA)
H 5,414,586 - H 5,900,000 (1500cc 53HP USA/Canada - M157 emission control)

Double joint IRS rear suspension becomes standard on all USA models.
Dual front circuit disc brakes (USA models retain drum brakes).
Identifying marks added to speedometer warning lights.
Day/night rear view mirror standard on USA models.
Steering lock incorporated into ignition lock.
Floor heater vents moved slightly rearward.
Optional rear window defogger.
Odometer 1/10th mile indicator added late in model year.

1970

Production dates August 1, 1969 to July 31, 1970
Chassis numbers 110,2000,001 - 110,3100,000
Engine numbers D 0,525,050 - D 0,674,999 (1200cc 40HP)
E 0,020,022 - E 0,022,000 (1300cc 37bhp Non-USA - M240 low compression)
F 1,778,164 - F 2,200,000 (1300cc 50HP)
L 0,024,107 - L 0,026,500 (1500cc 50HP Non-USA - M240 low compression)
H 1,124,699 - H 1,350,000 (1500cc 53HP Non-USA)
B 6,000,001 - B 6,600,000 (1600cc Single Port 57HP USA/Canada - M157 emission control)

USA models get 1600cc single port engine.
USA models get larger turn signals with side reflectors.
Two columns of air intake slots added to decklid.
Second oil pressure relief valve added to flywheel end of engine.
Solex 30PICT/3 carburetor on 1600 models.
Diaphragm clutch springs on 1600 models.
USA head restraints reduced in size.
Glove box lock added.
Door open buzzer added to USA models.
Warm air outlet control knobs discontinued.
Reduced noise 3rd and 4th gears with finer teeth added late in model year.

1971

Production dates August 1, 1970 to July 31, 1971
Chassis numbers 111,2000,001 - 111,3200,000
Engine numbers D 0,675,000 - D 0,835,006 (1200cc 40HP)
AC 0,000,001 - AC 0,003,239 (1300cc 50HP Non-USA - M240 low octane)
AB 0,000,001 - AB 0,141,591 (1300cc 44bhp Non-USA)
AF 0,000,001 - AF 0,000,444 (1600cc 46bhp Non-USA - M240 low octane)
AD 0,000,001 - AD 0,360,022 (1600cc 50bhp Non-USA)
AE 0,000,001 - AE 0,558,000 (1600cc 60HP USA-only)

Dual intake ports on 1600 engine.
Three part induction manifold.
Solex 34PICT/3 carburetor.
Combination vacuum/centrifugal distributor.
Activated charcoal filter to recycle fuel fumes.
Enlarged oil cooler mounted ‘doghouse' style and vented to atmosphere - improved #3 cylinder cooling.
Wider cooling fan increases airflow.
Redesigned clutch throw-out assembly with ball release bearing.
Headlights automatically turn off and side lights remain on when ignition is switched off.
Half-moon vents added behind rear window for improved cabin ventilation.
Super Beetle with McPherson strut (coilover) front suspension introduced into model lineup.
Bigger front brakes (drum brake models).
Increased capacity oil pump.
Redesigned 4-rivet camshaft retainer.
Wiring for VW computer analysis system added late in model year.
Larger "tombstone" taillights.
In Australia, 1300s are standard Beetles, 1600s are Super Beetles.
In the US, both Super Beetle and Standard Beetle models are offered with 1600 engines.

1972

Production dates August 1, 1971 to July 31, 1972
Chassis numbers 112,2000,- 112,3200,000
Engine numbers D 0,835,007 - D 1,000,000 (1200cc 40HP)
AC 0,003,240 - AC 0,006,700 (1300cc 50HP Non-USA - M240 low octane)
AB 0,350,001 - AB 0,699,001 (1300cc 44bhp Non-USA)
AF 0,000,445 - AF 0,000,801 (1600cc 46bhp Non-USA - M240 low octane)
AE 0,558,001 - AE 0,917,263 (1600cc 48HP USA-only - reduced compression)
AD 0,360,023 - AD 0,598,001 (1600cc 50bhp Non-USA)
AH 0,000,001 - AH 0,005,900 (1600cc 46HP USA-only)

Two additional columns of air vents on decklid, 4 total.
Additional emission controls on smog models.
Redesigned steering column with collapsible wheel hub.
Double vacuum distributor with 5 degree ATDC retard at idle.
EGR (exhaust gas recirculation) added.
Redesigned muffler.
Modified 3rd and 4th synchro rings for noise reduction.
Hinged parcel shelf to cover rear luggage well.
Restyled speedometer.
Automatic electronic brake system warning light test upon engine start.
Washer controls added to steering column.
Wheels change from 5.6x15 to 6.0x15 late in model year.

1973

Production dates August 1, 1972 to July 31, 1973
Chassis numbers 113,2000,001 - 113,3200,000 (Standard Beetle)
133,2000,001 - 133,3200,000 (Super Beetle)
Engine numbers D 1,000,001 - D 1,115,873 (1200cc 40HP)
AC 0,006,701 - AC 0,008,195 (1300cc 50HP Non-USA - M240 low octane)
AB 0,699,002 - AB 0,990,000 (1300cc 44bhp Non-USA)
AF 0,000,802 - AF 0,036,768 (1600cc 46bhp Non-USA - M240 low octane)
AE 0,917,264 - AE 1,000,000 (1600cc 48HP USA-only - reduced compression) to 1 Oct 72
AK 0,000,001 - AK 0,239,364 (1600cc 46HP USA-only) from 1 Oct 72
AH 0,005,901 - AH 0,114,418 (1600cc 46HP USA-only)
AD 0,598,002 - AD 0,990,000 (1600cc 50bhp Non-USA)

Reduced horsepower in US models.
600 watt alternator replaces generator mid model year.
Improved intake pre-heating for faster cold weather starts.
Engine case near #3 cylinder/flywheel is reinforced to prevent cracking.
Softer transmission mounting.
Softer clutch with Porsche style pressure plate.
Oil drain plug removed from oil strainer cover plate.
Redesigned fuel pump (with automatic cut-off valve) to acommodate alternator.
Paper air filter.
Sealed front and rear wheel bearings.
Larger curved windshield and smaller hood.
Black finish on windshield wiper arms.
Redesigned dash in super beetle.
Redesigned fresh air system.
New interior light assembly.
Reinforcement added to bumpers.
Large round "Elephant Foot" tail lights.
"Sports Bug" trim package available.
New front seats adjustable to 77 different positions.
Inertia seat belts introduced.
Exterior door handles get two finger indents on trigger.

1974

Production dates August 1, 1973 to July 31, 1974
Chassis numbers 114,2000,001 - 114,2999,000 (Standard Beetle)
134,2000,001 - 134,2999,000 (Super Beetle)
Engine numbers D 1,115,874 - D 1,284,228 (1200cc 40HP)
AR 0,000,001 - AR 0,121,271 (1300cc 44bhp Non-USA)
AH 0,114,419 - AH 0,500,000 (1600cc 46HP USA-only) ^[1]
AS 0,000,001 - AS 0,171,566 (1600cc 50bhp Non-USA)

Self restoring energy absorbing bumpers introduced.
Quieter muffler.
New cylinder head alloy for better heat dissipation.
Softer steering wheel material to improve safety.
Smaller front headrests improve field of vision to the rear.
Additional computer analysis sensor reads ignition timing and TDC.
Seat belt ignition interlock prevents starting without seat belt fastened.
Seat belt and brake warning light combined.
Super beetle and convertible have slight negative king pin offset.
Square glove box latch on Super Beetle.
Warning light for hand brake.
Park position introduced on automatic stick shift transmission.
Alternator with internal regulator late in model year.
Distributor with vacuum and centrifugal advance.

1975

Production dates August 1, 1974 to July 31, 1975
Chassis numbers 115,2000,001 - 115,2600,000 (Standard Beetle)
135,2000,001 - 135,2600,000 (Super Beetle)
Engine numbers D 1,284,227 - D 1,347,142 (1200cc 40HP)
AR 0,121,272 - 0,150,000 (1300cc 44bhp Non-USA)
AS 0,171,567 - AS 0,269,030 (1600cc 50bhp Non-USA)
AJ 0,000,001 - AJ 0,012,405 (1600cc 48HP USA/Japan Fuel Injected)

Bosch L-Jetronic Fuel Injection introduced.
Engine case gets new alloy (AS21) to improve heat dissipation.
Increased horsepower from 46HP to 48HP on 1600cc models.
Hole for mechanical fuel pump removed.
"Fuel Injection" badge added to decklid.
Larger exhaust valve stems improve cooling.
Lower clutch pedal pressure.
Upgraded cabin heat exchangers.
Installation of battery ground strap with diagnosis contact for more accurate computer analysis readings.
Odometer triggers red "EGR" light to notify of service intervals.
Single tailpipe.
Catalytic converter and reduced size fuel filler neck introduced on California models, requiring lead free petrol.
Maintenance intervals extended to 15,000 miles.
Last year of Super Beetle sedan in US.

1976

Production dates August 1, 1975 to July 31, 1976
Chassis numbers 116,2000,001 - 116,2200,000 (Standard Beetle)
156,2000,001 - 156,2200,000 (Cabriolet)
Engine numbers D 1,347,143 - D 1,393,631 (1200cc 40HP)
AS 0,269,031 - AS 0,401,299 (1600cc 50bhp Non-USA)
AJ 0,012,406 - AJ 0,095,935 (1600cc 48HP USA/Japan Fuel Injected)

Metallic paint, full carpets, sports-type steering wheel and rear window defogger optional.
New front seats with improved back adjustment.
All trim chrome plated.
Two speed fresh-air blower on all models.
Automatic stick shift transmission discontinued.
Speedometer with both MPH and KPH scales late in model year.

1977

Production dates August 1, 1976 to July 31, 1977
Chassis numbers 117,2000,001 - 117,2200,000 (Standard Beetle)
157,2000,001 - 157,2200,000 (Cabriolet)
Engine numbers D 1,393,632 - D 1,415,740 (1200cc 40HP)
AS 0,401,300 - AS 0,528,948 (1600cc 50bhp Non-USA)
AJ 0,095,936 - AJ 0,119,687 (1600cc 48HP Fuel Injected)

Redesigned front seat backrests with separate headrests.
Redesigned door panels.
Plush velour upholstery replaces houndstooth check.
New pedals.
Plastic headlight rims replace chromed units.
Electric rear window defogger introduced for Cabriolet models.
Last year of Standard Beetle in the USA.
"Champagne Edition" trim package introduced on Cabriolet models.

1978

Production dates August 1, 1977 to May 31, 1978
Chassis numbers 118,2000,001 - 118,2100,001 (Standard Beetle) ^[2]
158,2000,001 - 158,2100,000 (Cabriolet) ^[3]
Engine numbers D 1,415,741 - D 1,431,112 (1200cc 40HP)
AS 526,949 - AS 610,029 (1600cc 50bhp Non-USA)
AJ 0,119,688 - AJ 0,132,850 (1600cc 48HP Fuel Injected)

"Champagne Edition II" trim package introduced on Cabriolet models.

1979

Production dates August 1, 1978 to July 31, 1979
Chassis numbers 119,2100,001 - 119,2150,000 (Standard Beetle)
159,2000,001 - 159,2036,062 (Cabriolet)
Engine numbers D 1,431,113 - D 1,432,179 (1200cc 40HP)
AS 0,610,030 - AS 0,691,913 (1600cc 50bhp Non-USA)
AJ 132,851 - AJ 143,096 (1600cc 48HP Fuel Injected)

Intermittent wiper control added.
"Epilogue" edition trim package released.
Last year of Cabriolet in the US.

Notes

↑ AH engine numbers for 1974 are number rounded up.
↑ These numbers are up to January 18, 1978, when German production of the Beetle ceased.
↑ These numbers are up to January 18, 1978, when German production of the Beetle ceased.

External Links

An Ode to the Bug: A History of the Volkswagen Beetle

index.php?title=Category:Type 1

[1] AH engine numbers for 1974 are number rounded up.

[2] These numbers are up to January 18, 1978, when German production of the Beetle ceased.

[3] These numbers are up to January 18, 1978, when German production of the Beetle ceased.

[1]

[2]

[3]

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