Curbside Classic: Five Revolutionary Cars – No. 2 – 1957 Volkswagen 1200

curbside classic five revolutionary cars 8211 no 2 8211 1957 volkswagen 1200

Invasive species can impart devastating effects when the indigenous species haven’t evolved the proper defenses. Two Beetles stowed away on a ship bound for the US in 1949. There wasn’t anything remarkable about them that would suggest their future impact on revolutionizing the largest automobile market in the world. But like a pair of termites, they multiplied and steadily chewed their way through the framework of an industry that thought itself invincible. Eventually, the Bugs got forced out by other small foreign critters, but when the hollowed-out Fortress Detroit finally crashed into smithereens, the Beetles’ teeth marks could be seen everywhere.

GIs who had been exposed to the quirks and pleasures of European cars during WW II developed an appetite for exotic automotive pets. A free-for-all import market boomed during the early fifties. Everything on the automotive menu from Abarth to Zundapp was on offer. VW was just another obscure brand amongst dozens fighting for its share of the world’s biggest market. It was not totally unlike the Chinese market of recent times.

But a turning point came in 1955. It suddenly became painfully obvious to many early import buyers that while three and four year-old VW’s were still happily putting along, their DKWs, Hillmans, Simcas, Lloyds and dozens of other exotic foreigners were dying. Or at least the functional equivalent: sitting for weeks in their fly-by-night dealers’ one-bay garages awaiting parts supposedly on a tramp freighter somewhere in the Atlantic. The VW design was already almost twenty years old, and well de-bugged in the fields of combat. Material and build quality were superb. A sudden and immediate VW tidal shift was underway.

American are faddists, and sometimes our enthusiasm for a new group-identify slips all the way into cultism. Mid-fifties Beetle drivers waved religiously to each other. That degree of auto-reinforcement has happened twice since: the early days of the Honda Civic and the Prius. Civic drivers still waved; early Prius adopters just subtly smirked.

Like many cultists, pioneering VW adopters blissfully ignored all the shortcomings: no trunk to speak of, a cramped back seat, tippy handling at the limit, and as much power on tap as heat on a cold morning. But subtle annual improvements was all it took to keep them smiling and waving. Here’s a vintage ad explaining just how one of them came into being: (YouTube).

Behind that cheerful veneer of fadism was a solid wall of practicality. There was no cheaper way to drive, given the Beetle’s thrift, reliability, durability and resale. Demand suddenly exploded in 1955, and VW struggled to keep up.

But Volkswagen had a plan. Their ads were lying; they were thinking very big, not small. Because demand suddenly far outstripped supply, VW coerced (“you vill do it ziss way”) dealers to do three key things if they wanted to see any more cars: sell the little buggers at full price, invest in state of the art showrooms and facilities, and hire competent staff. A no-haggle price and a nice dealership experience: sound familiar? Not to Americans at the time. Most of the dealers complied happily, all the way to the bank. The rest became Renault dealers. The VW gold rush was underway.

VW offered Americans the total non-Detroit experience, from the first step into the new, clean dealership. Pleasant, knowledgeable sales reps awaited (your check). No negotiating. Well-trained mechanics. Full parts inventory. It was a highly profitable, well run enterprise. OR ELSE! And one that Toyota was taking careful notes on as it shipped its first pair of Toyopests abroad.

But the driving experience was most un-Detroit of all. Thirty six (30 net) horsepower, about the same as a well-fed riding mower today, engendered patience. What it delivered, it did so rock-steady: Thirty-two miles per gallon, always. Top speed: sixty-eight, exactly. If that was down a mile or two, on level ground, you knew it was time for a tune-up. And it would happily run wide-open at sixty-eight for a good 100k miles straight. And then you swapped in a rebuilt engine – in forty-five minutes.

VW sales increased like the national debt: by the mid sixties, a half million a year were being snapped up at full MSRP. We were making Germany the envy of the rest of Europe, and shattering Detroit’s hegemony of the market. That story has been told on these pages all to well. The real threat to the US in the fifties wasn’t Communism; it was the industrious little Bugs munching away in the walls of our biggest industry.

Have we given due credit to the Beetles revolutionary ways? And can we spend the little time remaining indulging in deep-rooted VW nostalgia? Thanks.

The small-window Beetles hold a very special place from my pre-earliest days. Old-timers here may remember that my auto-biographical journey began here with these words “My first memories are of the womb…” Well, who says you can’t crawl back into the womb? I just did, in this lovely ’57 small-window sedan. It was wonderful too; just as I remembered, if perhaps a bit more cramped. But that round enveloping familiarity and sense of security was still intact. My surrogate mother, the car.

I hadn’t sat, or curled up in the fetal position in an old VW for way too long. But having spent years behind the wheel of several of them, it was all so familiar. The narrow but tall body fits my physiognomy just fine, sitting up in the front anyway. The smaller ’57 windshield means a little more neck craning for lights. But everything else was just as I remembered.

The VW Beetle changed me forever. I think small. I appreciate a well-built and efficient machine. I don’t like to waste money on expensive things that depreciate quickly. And it seems like more and more Americans are thinking along the same lines. Is the VW’s revolutionary influence still at work?




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  • Dadude53 Dadude53 on Dec 01, 2009

    Just to straighten things out here. The K70 was entirely a NSU design. VW had absolutely nothing to do with it other than when they bought NSU in '69 they inherited the vehcile and actually cancelled it as it was seen as a direct competititor to the new Audi 100. They even cancelled the vehicle's indtroduction at the '69 Geneva show but revised their descision due to heavy protests from potentional customers as NSU already had anounced the introduction.By the way in contrary to the NSU Ro80 where "Ro" stands for "rotary engine", the "K" in the K70 meant "Kolben" for piston. This is how NSU differentiated both vehciles.

  • Joeaverage Joeaverage on Jan 10, 2010

    As much as I like the looks of the early Beetles and buses - I really prefer the "refinement" of the later models. I have driven many of the different models and what character it lacked my Super Beetle drove pretty nicely and was absolutely reliable. I started driving a bone stock '65 Beetle 15+ years ago that eventually "evolved" with a '69 chassis, disc brakes all the way around and one of the '78 Type IV engines. To me this is the combination of parts bin components that VW should have been selling. Drives smoothly, handles better with the balljoint front and IRS rear, and ~85+ HP and more torque to cope with modern traffic. LB/HP is more reasonable than it sounds. Our '78 Westfalia got a 2.7L ~110HP Corvair motor and a higher gear ratio. Again better suited to modern traffic than a 67HP four cylinder Type IV and a gear ratio meant for 55 mph speed limits. Both cars have been reliable for me for many years. They need much more maintenance than a modern car and we try not to compare them to modern vehicles. Got to consider them in context - their orgins and era. We do think they are safe vehicles b/c we know how vulnerable we are when we take off on a trip in one. Same effect as riding a motorcycle! LOL! (but safer than a motorcycle!) I think the various automaker marketing departments have made too much out of safety. We do not need to ride around in armor plated tanks. Safer than a vintage car is good but I'm not looking for something that weighs 6,000 lbs in case I run into a locomotive.mBoth of my VWs have needed some fuel system upgrades. Fuel lines without clamps ain't good enough. I'm working towards solenoids to shutoff gas flow at the gas tank at the flip of a switch (or via an inertia switch from an early 90s Ford) .

  • MQHokie Who decided moving all headlight control to the touchscreen was a good idea? I assume this means no manual high beam control anymore, so you're at the mercy of the automatic system that gets fooled by street lights, porch lights, sign reflections etc. Not to mention a good software bug or a light sensor failure might render the lights inoperable. With all the restrictions the NHTSA has placed on USA headlight design over the years, it amazes me that this is even legal.
  • Teddyc73 The Bronco just doesn't have enough editions and models.
  • ToolGuy @Matt, let me throw this at you:Let's say I drive a typical ICE vehicle 15,000 miles/year at a typical 18 mpg (observed). Let's say fuel is $4.50/gallon and electricity cost for my EV will be one-third of my gasoline cost - so replacing the ICE with an EV would save me $2,500 per year. Let's say I keep my vehicles 8 years. That's $20,000 in fuel savings over the life of the vehicle.If the vehicles have equal capabilities and are otherwise comparable, a rational typical consumer should be willing to pay up to a $20,000 premium for the EV over the ICE. (More if they drive more.)TL;DR: Why do they cost more? Because they are worth it (potentially).
  • Inside Looking Out Why EBFlex dominates this EV discussion? Just because he is a Ford expert?
  • Marky S. Very nice article and photos. I am a HUGE Edsel fan. I have always been fascinated with the "Charlie Brown of Cars." Allow me to make a minor correction to add here: the Pacer line was the second-from-bottom rung Edsel, not the entry-level trim. That would be the Edsel Ranger for 1958. It had the widest array of body styles. The Ranger 2-door sedan (with a "B-pillar", not a pillarless hardtop), was priced at $2,484. So, the Ranger and Pacer both used the smaller Ford body. The next two upscale Edsel's were based on the Mercury body, are were: Corsair, and, top-line Citation. Although the 1959 style is my fav. I would love a '58 Edsel Pacer 4-door hardtop sedan!
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