Is there a more iconic classic commercial world-wide than what we have come to know as the VW Kombi?

It doesn’t matter where you go in the world, the USA, UK, continental Europe, Australia or New Zealand. People know what it is, and most associate them with good times, the ’50s, more so the ’60s, the ’70s and even well into the ’80s. There are not many commercial vehicles that almost guarantee a warm and happy smile from all generations, and some very happy memories, too.

Whilst all over the world everyone knows it’s a Volkswagen, and everyone knows Volkwagens are German, this icon is connected strongly with the hippy era, and in London and Europe it’s associated with Australians and New Zealanders.

In London in the ’70s Australian wannabe racing driver Alan Jones had to make some money to fi nance his motor racing aspirations. He hit upon the idea of buying VW Kombis from young Antipodeans, finishing their OEs and desperate to get rid of them, then selling them to incoming Antipodeans needing to find transport for their new OE adventure. Eventually those travellers began to bring them back to the cunning young race driver, giving him instant turnover.

Jones won the World Championship in 1980, and he owed it to the VW microbus, as well as a talent for driving, being in the right place at the right time and knowing what to do about it.

Peace and love

For something that was so heavily associated with peace and love to have risen from the ashes of war and hate comes as a bit of a surprise, but the rise of the VW Beetle and the Transporter that followed on from it was one of the first indications of successful cooperation between the English and the Germans.

Major Hirst of the Royal Electrical and Mechanical Engineers took command of the Volkswagen factory at Wolfsburg in August 1945, arranging supplies for production of the VW Beetle car in a war-shattered country. Transport for supplies to and around the massive factory were limited to electric trucks and fork-lifts that Hirst borrowed from his unit, which naturally was part of the Allied Forces. The Forces desperately needed the fork lifts for their own operations and other rebuilding projects. To replace them Major Hirst had a fleet of crudely-constructed flat-bed trucks made, utilising a Beetle platform with a rudimentary cab placed at the rear over the engine.

In 1948 Ben Pon, the Dutch Volkswagen importer on a visit to the factory, saw one of these vehicles and hit upon an idea. He showed his sketch to the Allied commander, but at the time they were so flat out building Beetles there wasn’t the capacity for anything else.

Pon didn’t give up though, and discussed his idea with Heinz Nordhoff, who became director when the Allies passed control back to German civilians. Nordhoff had a test mule made, which proved two things — the idea was good, but there was no way a normal Beetle platform could support the load; and a completely new monocoque would have to be made. To give ground clearance necessary for a commercial the driveshafts met with drop gears at the wheel hubs. In February 1950, the fi rst VW

Transporter was assembled.

‘Transporter’ was the offi cial name of the Volkswagen light commercial, a name that remains with it today, although every country has its own pet name for them; Microbus in the USA, Kombi over here. The fi rst Transporters were panel vans and in May 1950, the Kombi followed, with or without seats, and an ambulance version was launched in November.

The maximum power available was 19kW (25bhp) at 3300rpm, and a maximum torque of only 69Nm at 2000rpm, which had to push along 975kg plus a load of 750kg, so the VW engineers worked out they needed to make the vehicle cheat the air as smartly as possible, hence the rounded front prow and famous split screen at the front of the box-shaped cabin. Top speed was a remarkable 100kph and they can cruise all day at maximum speed.

Million-seller

The Transporter got synchromesh on its top three gears and a 25 per cent increase in power from a new 1192cc engine in 1954, which was also the time that right-hand drive became available, and shortly afterwards production moved from Wolfsburg to Hanover, when production ramped up to 250 vans per day.

The 1,000,000th Transporter was delivered in August 1961, by which time the van had gained more power, indicators, the option of a cab heater and many different variants, including camper vans fitted out by companies like Devon in the UK and Westfalia in Germany.

The Transporter fi nally got nearly enough grunt in 1963 with a 1497cc, 31kW (42bhp) motor before the famous ‘splitty’ got replaced with the ‘bay’ in 1967. The VW commercial now had enough power to push along a squared-off front, and with that styling change the famous opening split windscreens disappeared in favour of a modern one-piece ‘bay’ window.

Splitty

Our featured Kombi was one of the last splitties made, in 1966. Its T1C means that it is a Type One (split window) with the C denoting the third major set of revisions. The VW Microbus appears in plenty of contemporary movies and songs, so it is appropriate the owner of this example is a singer/songwriter and musician. His name is Steve Edwards, and he returned from an extended OE with an English wife and a desire to own a VW motor caravan.

Steve says, “My wife has always had an interest in Kombis, she travelled around Australia in one back in ’98! I too have always admired the classic shape and robustness of these VW Classics.”

Steve’s daily transport in the UK had been an MG Midget and then a Triumph Spitfi re. He based himself in Maidenhead, in Berkshire, where he met his future wife, Heidi, who is a yoga instructor. “When we decided to move back to NZ from England to pursue my musical career (I am from Greymouth and my Heidi is from Maidenhead), we talked about getting a Kombi. It was a bit of a role reversal really, as a lot of Kiwis go to the UK and travel around Europe in a Kombi.

“Having done extensive searching on the internet we could not fi nd one, but on April 19, 2006, we managed to locate a restoration project in Nelson — coincidentally the place we were coming to fi rst to get married. It seemed fated and the rest is history; I purchased the vehicle from Gary Calderbank, got local VW expert John Manshande on board and we were off!”

Blood sweat and tears

Steve says, “Little did I know what blood, sweat and tears were to come, not to mention about $85,000. To date 229 emails have been written between us regarding this resto! “I sourced parts from Australia, the US, and Europe, and also found good local people to help with the whole project. We wanted to keep it as original as possible, but have some goodies like 230-volt electrics, a TV/DVD player, surround sound speakers, heart rimu cabinetry and cream upholstery, with some nice chrome wheels and a special hammock to hang out of the back and tie to a tree, or any other convenient object.”

John Manshande of John’s Repair Shop in Nelson oversaw the whole process and did all mechanical work. It’s got a 1600cc engine from a slightly later model, but otherwise Steve has tried to keep the camper in period. Andrew of Campro in Nelson did all the joinery and cabinetwork,

Jamie of Automotive Vision took care of the panel and paintwork, as well as stainless fl oors and upholstery protection. Ian of Mortimer Upholstery made all the furnishing, including squabs for sleeping on, and then it was left to Gary at Auto Electrical in Nelson to wire it all up.

Sunny

Steve continues, “We had the normal issues; wrong parts arriving, parts breaking, paintwork chemical reactions, it seemed at times that all that could go wrong would go wrong. I even coordinated things while on honeymoon in South Africa, and due to delays — and upon returning to NZ — was apart from my new wife (she stayed in Auckland to find work) for six weeks while sorting out the final stages of the resto.” Now that is dedication!

“Finally! Finished on February 13, 2007, I left Nelson bound for Titirangi with ‘Sunny’, our new camper (named after the red setter we had in the UK). What an impact this vehicle made on the public as I drove up to Auckland. It felt as if I was Mick Jagger! So many stares and honks on the horn. People just love these vehicles. I also had an offer to sell on the Interislander ferry (sorry, it’s not for sale unless we are in six figures of course!).”

Steve has yet to establish his music in New Zealand. Have a listen to it on www.myspace.com/ste-veedwardsmusic or www.steveedwardsmusic.com — perhaps you can help the couple to recoup the cost of this loving restoration! Driving around Titirangi’s winding roads and stopping at the local bays it was a real pleasure to listen to this happy young couple telling us their story, with the fl at four puttering away in the back. Once again the VW Kombi reminded us of the simple pleasures in life.

1966 VW TRANSPORTER KOMBI T1C

Engine Four in-line, air-cooled
Valves ohv
Capacity 1493cc
Bore/ stroke 83.1 x 69.1mm
C/R 7.8:1
Fuel system Solex single-barrel carburettor
Max power 37kW (50bhp) at 3900rpm
Transmission Four-speed manual
Production years for series 1950-1967
New price $2604
Words: Tim Nevison Photos: Quinn Hamill

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