Volkswagen Type 2


The Volkswagen Type 2, known officially as the Transporter, Kombi or Microbus, or, informally, as the Bus or Camper, Pão de Forma is a forward control light commercial vehicle introduced in 1950 by the German automaker Volkswagen as its second car model. Following – and initially deriving from – Volkswagen's first model, the Type 1, it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to forward control competitors in the United States in the 1960s, including the Ford Econoline, the Dodge A100, and the Chevrolet Corvair 95 Corvan, the latter adapting the rear-engine configuration of the Corvair car in the same manner in which the VW Type 2 adapted the Type 1 layout.
European competition included the 1947–1981 Citroën H Van, the 1959–1980 Renault Estafette, and the 1953–1965 FR layout Ford Transit.
Japanese manufacturers also introduced similar vehicles, such as the Nissan Caravan, Toyota LiteAce and Subaru Sambar.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", and, because of its popularity during the counterculture movement of the 1960s, "Hippie van/bus" has become its most popular.
Brazil contained the last factory in the world that produced the T2 series of Type 2, which ceased production on 31 December 2013, due to the introduction of more stringent safety regulations in the country. This marked the end of the era of rear-engine Volkswagens, which originated in 1935 with their Type 1 prototypes.

History

The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw a Plattenwagen, an improvised parts-mover based on the Type 1 chassis, and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated 23 April 1947, proposing a payload of and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 82, enabling the 1.5 ton van to use a flat four engine.
Although the aerodynamics of the first prototypes were poor, engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve, exceeding the Type 1's. Volkswagen's new chief executive officer Heinz Nordhoff approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi, and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year.
These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
at The Henry Ford
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5". However, only generations T1 to T3 can be seen as directly related to the Beetle.
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van adopted the use of the rear-engine layout of the Corvair car in the same manner that the Type 2 had used the rear-engine layout of the Type 1, using the Corvair's horizontally opposed, 6 cylinder air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise. The Corvair pickup used a folding side panel that functioned as a ramp into the bed when opened, and was called the "Rampside". The VW "pickup" in both single and double cab versions had a bed/floor that was flat from front to back at the height of the engine compartment cover, which had the advantage of a flat load floor but at a greater height, while the Corvair "pickup" bed/floor stepped down in front of the engine compartment to a much lower load floor which worked well with the unique "Rampside" configuration for loading.
Decades after production of the Type 2 ended, Volkswagen announced in 2017 that they would be bringing an electric VW microbus out based on the new MEB platform in 2022.

Variants

The Type 2 was available as a:
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
In South Africa, it is known as a well-loved variation of the ice cream van.

First generation (T1; 1950–1967)

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 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, DIN-rated, air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the engine debuted exclusively on the Type 2 in 1959. 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", owing to the enormous rear engine cover, while the later versions with a slightly modified body, smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b. From the 1964 model year, when the rear door was made wider, 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 instead of the previous, smaller but wider 14" roadwheels, and a 1.5 L, 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 – as standard equipment to the US market at DIN with an bore, 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 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, though they sported some characteristic features of the T1a, such as the cargo doors and five-stud Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch 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 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. 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".

Samba

The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.
In the USA Volkswagen vans were informally classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof. To distinguish it from the normal Volkswagen van the name Samba was coined.
Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps.
Sambas were painted standard in two colors. Usually, the upper part was colored white. The two colored sections were separated by a decorative strip. Further the bus had a so-called "hat": at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1.
When Volkswagen started producing the successor of the T1 the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.

US Chicken Tax

Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans and pickups; vans imported in passenger configuration were not affected. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. The "Chicken tax" remains in effect today, even though it is now commonly curtailed by converting passenger vehicles to utility vehicles after they have entered the United States. This practice is ironically exercised by Ford and Chrysler, two of the companies the tax was meant to protect.

Second generation (T2; 1967–1979)

In late 1967, the second generation of the Volkswagen Type 2 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, while models after 1972 are called the T2b.
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 DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. 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, 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. The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at. 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 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, or "pancake 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 were 1.7 L, DIN-rated at with the manual transmission and with the automatic. The Type 4 engine was enlarged to 1.8 L and DIN for the 1974 model year and again to 2.0 L and DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped "Executive" model. 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 were built and tested.

T2c

The T2c, with a roof raised by about was built starting in the early 1990s for the Mexican, South American and Central American markets. Since 1991, the T2c has been built in México with the water-cooled 1.8 L inline four-cylinder carbureted engine—easily identified by the large, black front-mounted radiator—and since 1995 with the 1.6 L air-cooled engines for the Brazilian market.
Once production of the original Beetle ended in late 2003, the T2 was the only Volkswagen model with an air-cooled, rear-mounted boxer engine, but then the Brazilian model shifted to a water-cooled engine on 23 December 2005. There was a 1.6 L water-cooled diesel engine available from 1981 to 1985, which gave fuel economy of 15 km/l to 18 km/l—but gave slow performance and its insufficient cooling system led to short engine life.
The end of the Volkswagen air-cooled engine on a worldwide basis was marked by a Special Edition Kombi. An exclusive Silver paint job, and limited edition emblems were applied to only 200 units in late 2005, and were sold as 2006 models.
Stricter emissions regulations introduced by the Brazilian government for 2006 forced a shift to a flexible-fuel water-cooled engine able to run on petrol or alcohol. Borrowed from the Volkswagen Gol, the engine is a rear-mounted EA-111 1.4 L 8v Total Flex, on petrol, and when run on ethanol, and torque.
The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles. A short film entitled "Os Últimos Desejos da Kombi" was made by Volkswagen Brazil to commemorate the end of production.
ian Air Force 2006 Kombi Total Flex is a flexible-fuel vehicle

Third generation (T3; 1979–1992)

The Volkswagen Type 2, also known as T25 in the UK or Vanagon in the United States, the T3 platform was introduced in 1979, and was one of the last new Volkswagen platforms to use an air-cooled engine. The Volkswagen air-cooled engine was phased out for a water-cooled boxer engine in 1983. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called "the wedge" by enthusiasts to differentiate it from earlier Kombis.

Fourth generation (T4; 1990–2003)

Since 1990, the Transporter in most world markets has been front-engined and water-cooled, similar to other contemporary Volkswagens, almost two decades later than it did for the passenger cars. T4s are marketed as Transporter in Europe. In the United States, Volkswagen Eurovan is the brand name.

Fifth generation (T5; 2003–2015)

The Volkswagen Transporter T5 range is the fifth generation of Volkswagen Commercial Vehicles medium-sized light commercial vehicle and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.
Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% chicken tax on importation. The T5 has a more aerodynamic design. The angle of the windshield and A-pillar is less; this makes for a large dashboard and small bonnet.
In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in Hanover.
T5 GP introduced in 2010. Heavily facelifted with some new power plants including the 180 bi-turbo range topper. These new engines saw the demise of the now "dirty" 5 cylinder units.
Late 2015 will see the arrival of the "Neu Sechs", the New 6. The T6 will offer further engine changes in early 2016, but will launch with the previous generation engines. The new engines will see the introduction of Ad-Blu to meet with euro 6 emission compliance. The new 6 was expected by many to be more than just a facelift.
With the T6 now hitting the roads it is very clear it would appear to be just a facelift. New front, new tailgate and a new dash. There are quality improvements, sound deadening, new colours and improved consumption, but many believe VW have missed an opportunity to go back to the top

Sixth generation (T6; 2015–present)

The new T6 launched with the old Euro 5 non-AdBlue power-plants, but is offered with a Euro 6 diesel engine with 204bhp and AdBlue. Three further Euro 6 Adblue diesel power-plants with 84ps, 102ps and 150ps are also offered.
There is some debate in the community over whether the T6 is a new model, or simply a face-lift of the T5. There are obvious external changes to the nose and tailgate, while internally there is a new dash in 2 versions. Volkswagen claims refinement to ride, handling and noise levels.

Volkswagen Microbus Concept

In 2001, a Volkswagen Microbus Concept was created, with design cues from the T1 generation in a spirit similar to the New Beetle nostalgia movement. Volkswagen planned to start selling it in the United States market in 2007, but it was scrapped in May 2004 and replaced with a more cost-effective design to be sold worldwide.

Names and nicknames

Like the Beetle, from the beginning, the Type 2 earned many nicknames from its fans. Among the most popular at least in Germany, are VW-Bus and Bulli or Hippie-van or the bus. The Type 2 was meant to be officially named the Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the Volkswagen Transporter and Volkswagen Kleinbus, but the Bully nickname still caught on.
The official German-language model names Transporter and Kombi have also caught on as nicknames. Kombi is not only the name of the passenger variant but also the Australasian and Brazilian term for the whole Type 2 family, in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German Kombi was translated as Combi and became a household word thanks to the vehicle's popularity in Mexico City's public transportation system. In Peru, where the term Combi was similarly adopted, the term Combi Asesina is often used for buses of similar size, because of the notorious recklessness and competition of bus drivers in Lima to get passengers. In Portugal it is known as Pão-de-Forma because its design resembles a bread baked in a mold. Similarly, in Denmark, the Type 2 is referred to as Rugbrød. Finns dubbed it Kleinbus, as many taxicab companies adopted it for group transportation; the name Kleinbus has become an appellative for all passenger vans. The vehicle is also known as Kleinbus in Chile.
In the US, however, it is a VW bus, minibus, hippie-mobile, hippie bus, hippie van, "combie", Microbus, or Transporter to aficionados. The early versions produced before 1967 used a split front windshield, and their comparative rarity has led to their becoming sought after by collectors and enthusiasts. The next version, sold in the US market from 1968 to 1979, is characterised by a large, curved windshield and is commonly called a "bay-window". It was replaced by the Vanagon, of which only the Westfalia camper version has a common nickname, "Westy".
A popular nickname for the T3 was "2.6i" or "transi" in reference to the 2.6 liter Microbus/Caravelle sold South Africa and their robust design being a popular choice for transportation of children respectively. Kombi is also a generic nickname for vans and minibuses in South Africa, Swaziland, and Zimbabwe, often used as a means of public transportation. In Nigeria it is called Danfo.
In the UK, it is known as a "Campervan". In France, it was called a "camping-car" though this has been expanded to include other, often more specialized vehicles in more recent times.
Among VW enthusiasts in countries of the former Yugoslavia, especially in Serbia and Croatia, VW T2 bus is commonly called a "Terrorist", probably due its cameo appearance in the Back to the Future film where it is driven by a group of Libyan terrorists.

Mexican production

T2 production began in 1970 at the Puebla assembly factory.
Offered initially only as a nine-passenger version called the Volkswagen Combi, and from 1973 also its cargo van version called the Volkswagen Panel, both variants were fitted with the 1.5 L air-cooled boxer engine and four-speed manual gearbox. In 1974, the 1.6 L boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. In 1987, the water-cooled 1.8 L inline four-cylinder engine replaced the air-cooled 1.6 L. This new model is recognisable by its black grille, bumpers and moldings.
In 1975, Volkswagen de Mexico ordered two specially made pickups from Germany, one single cab and one double cab, for the Puebla plant. These were evaluated for the possibility of building pickups in Mexico, and were outfitted with every option except the Arctic package, including front and rear fog lights, intermittent wipers, trip odometer, clock, bumper rubber, PVC tilt, and dual doors on the single cab storage compartment. VW de Mexico was interested in having the lights, wiring, brake systems and other parts manufactured in Mexico. Ultimately, VW de Mexico declined to produce pickups, and the pickups were sold to an Autohaus, a Volkswagen dealer in San Antonio, Texas, since they could not be sold in Mexico. By law, no German-made Volkswagens were to be sold in Mexico. These were probably the only pickups that were produced in Germany for Mexican import, and have the "ME" export code on the M-code plate. The green double cab was sold to a new owner in New York, and has been lost track of. The light gray single cab still exists. Pickups were not manufactured in Mexico, nor were they imported into Mexico from Germany, save for these two examples.
In 1988, a luxury variant – the Volkswagen Caravelle – made its debut in the Mexican market to compete with the Nissan Ichi Van, which was available in cargo, passenger and luxury versions.
The main differences between the two are that the Caravelle was sold as an eight-passenger version, while the Combi was available as a nine-passenger version, the Caravelle was only painted in metallic colors, while the Combi was only available in non-metallic colors, and the Caravelle was fitted with an AM/FM stereo cassette sound system, tinted windows, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the European T25 model.
In 1991, the higher roof made its debut in all variants, and the Combi began to be offered in eight- or nine-passenger variants. In 1991, since Mexican anti-pollution regulations required a three-way catalytic converter, a Digifant fuel injection system replaced the previous carburetor. The three variants continued without change until 1994.
In 1994, production ended in Mexico, with models being imported from Brazil. The Caravelle was discontinued, and both the Combi and the Panel were only offered in white color and finally in 2002, replaced by the T4 EuroVan Pasajeros and EuroVan Carga, passenger and cargo van in long wheelbase version, inline five-cylinder 2.5 L 115 bhp and five-speed manual gearbox imported from Germany.

Hippie van

The VW Type 2 became popular with the counterculture of the 1960s, thanks to its ability to transport a large group of people while being cheap and easy to maintain. Its design was simple yet spacious, thanks largely to the rear-mounted engine. The van became popular with young people because it allowed a group to travel comfortably and was big enough to live in, so it could be used for long-distance journeys, such as to music festivals or surfing locations. It contrasted starkly with the large, low sedans that were normal at the time, giving the van an alternative and rebellious image. Vans were often painted with extravagant designs in bright colors, making them stand out on the road even more. The "hippie van" remains iconic today, thanks to being featured of the cover of albums by musicians such as Bob Dylan and the Beach Boys, and being used by fans of the Grateful Dead while following the band on tour. But most iconic of all, the music festival Woodstock, which was held in the summer of 1969, saw plenty of brightly-painted vans transporting excited young crowds.