To be precise: Print it off and take it to the toilet
T1
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 (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained)
T2
T2 1972 T2a Volkswagen Bus
Production 1968-1979 (US and Germany)
1968-1991 (Mexico)
1976-present (Brazil)
Assembly São Bernardo do Campo, Brazil
Hanover, Germany
Puebla, Puebla, Mexico
Engine(s) 1.6L 48 hp H4
1.6L 50 hp H4
1.7L 66 hp H4
1.8L 68 hp H4
2.0L 70 hp H4
Transmission(s) 4-speed manual
3-speed automatic
Wheelbase 2400 mm (94.5 in)
Length 4505 mm (177.4 in)
Width 2040 mm (80.3 in)
Height 1720 mm (67.7 in)
1979 T2 "Silverfish" last-edition bus. These were a limited edition model to mark the final production of T2 models in Europe
In 1968, the second generation of the Type 2 was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Combi and Panel were produced from 1970 to 1994. The Brazilian VW plant has produced the Kombi since the 50s until today. 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.[2] [3] At 1.6 L and 48 DIN hp (35 kW), the engine was also slightly larger. 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 CV 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 VW components.
The T2b was introduced by way of gradual change over three years. The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was rated at 50 DIN hp (37 kW). An important change came with the introduction of front disc brakes and new wheels with brake ventilation holes and flatter hubcaps. 1972's most prominent change was a bigger engine compartment to fit the larger 1.7 to 2.0 L engines from the VW Type 4, and a redesigned rear end which eliminated the removable rear apron. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.
This all-new, larger engine is commonly called the Type 4 engine as opposed to the previous Type 1 engine first introduced in the Type 1 Beetle. This engine was called "Type 4" because it was originally designed for the Type 4 (411 and 412) automobiles. They used the "Type 1" engine from the Beetle with minor modifications such as rear mount provisions and different cooling shroud arrangements. The "Type 3 so called pancake" 1500 and later 1600 cc engines used in Type 3 notchback, fastback and squareback cars, plus the Type 34 Karmann Ghia, were never used in Type 2 vans or buses. The pancake nickname came from its low overall height due to mounting the cooling fan on the end of the crankshaft, a technique later employed for the Type 4 engines. European vans stuck with the upright fan Type 1 1600 engine even after the Type 4 motor became standard for US Type 2 export models.
In the Type 2, the VW Type 4 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 displaced 1.7 L, rated at 66 DIN hp (49 kW) with the manual transmission and 62 DIN hp (46 kW) with the automatic. The Type 4 engine was enlarged to 1.8 L and 68 DIN hp (50 kW) for the 1974 model year and again to 2.0 L and 70 DIN hp (52 kW) for the 1976 model year. The 1978 2.0 L now featured hydraulic lifters, eliminating the need to periodically adjust the valves 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 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.
Late 1970s T2b Ambulance
The year 1973 also saw the most noticeable exterior changes. The front turn indicators were squared off from the previous version and set higher in the front valance, above the headlights. This model year also brought new square-profiled bumpers, which became standard until the end of the T2 in 1979. Crash safety improved greatly with this change due to 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 being vans they were not required to. The only thing that shrunk on the new model, or so it seemed, was the large and distinctive "VW" emblem on the front of the early model.
Later model changes were primarily under the skin. 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.
The T2c, so called since it got a slightly raised roof " by about 10 cm " in the early 1990s, was built for the South American and Central American markets.
Since 1995, the T2c has been built in Brazil with air-cooled engines for the Brazilian market and with the water-cooled 1.8 L 4 cyl. inline 90 bhp fuel injected engine for the Mexican market, the latter easily identified by their large, black-coloured, front-mounted radiators. Since production of the original Beetle was halted in late 2003 as a 2004 model, the T2 remained the only Volkswagen model with the traditional air-cooled, rear-mounted boxer engine when the Brazilian model shifted to water-cooled on December 23, 2005. There was a water-cooled Diesel version of the T2, which was manufactured from 1981 to 1985 in Brazil.
The shift to water-cooled engines is in response to Brazil's emission laws which go into effect for 2006 and beyond. The new water-cooled engine will run on petrol as well as alcohol, which costs about 50% less than ordinary fuel in Brazil. The engine is an EA-111 1.4 8v Total Flex. 1390 cc, 78 hp (58 kW) on petrol, and 80 hp (60 kW) when run on ethanol.
Volkswagen Combi, Panel and Caravelle in Mexico
The T2 production began in 1970 at the Puebla assembly factory. It was offered as the 9 passenger version called theVolkswagen Combi and the cargo van called the Volkswagen Panel. Both variants were fitted with the 1.5 L Aircooled boxer engine and 4 speed manual gearbox. In 1974, the 1.6 L 44 bhp boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. This year the watercooled 1.8 L inline 4 cyl. 85 bhp engine replaced the aricooled 1.6 L. This new model is recognizable by its black grille, bumpers and moldings. The following year, a luxury variant: The Volkswagen Caravelle made its debut in mexican market to compete with the new Nissan Ichi Van, which was available in cargo, passenger and luxury versions. The main differences between the Caravelle and Combi are the velour upholstery, the Caravelle was sold as a 8 passenger version while the Combi was available as a 9 passenger version. The Caravelle was only painted in metallic colors, while the Combi was only available in white. The Caravelle was fitted with an AM/FM stereo cassette sound system, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the european T25 model. In 1989, the 10 cm increasedly high roof made its debut in all variants, and the Combi began to offered in 8 or 9 passenger variants. In 1991, since mexican anti-pollution regulations required a 3 way catalytic converter, a Digifant fuel injection system replaced the previous carburator. The three variants continued without relevant changes until 1994. For 1995, the production ended in Mexico, and the Panel and Combi began to be imported from Brazil with the same characteristics. The Caravelle was discontinued. In 2002, the Combi/Panel was replaced by the T4 EuroVan pasajeros and EuroVan Carga (passenger and cargo van in long wheelbase version, 5 cyl. inline 2.5 L 115 bhp and 5 sp. manual gearbox) imported from Germany.
T3
The T3, known as the T25 in Britain and Ireland, and Vanagon in Canada and the US, was built from 1979 to 1991 (or 1992 if one includes the Syncro) and was the third distinct generation of the Type 2. It featured an all-new mechanical design that matched the T2 in length and height, but was wider by 12 cm and considerably heavier. Additional interior space was created by lowering the engine compartment; the rear door is 75% larger than the T2's. The suspension and almost all mechanical components were completely changed, and frontal crash protection was greatly increased. The body was considerably squared-off, though retaining the overall impression of previous versions. Body variants remained the same as before.
Until 1982, the T3 was available with the same air-cooled engines as the T2. Starting in 1981, water-cooled diesel engines were available options and for 1984, water-cooled gasoline boxer engines replaced the previous air-cooled ones.
From 1985, the T3 Syncro represented the first production Type 2 with four-wheel-drive. The Syncro drive system was full-time four-wheel drive, with drive to the front axle controlled by a viscous coupling that delivered power when required. European Syncros were normally fitted with front and rear pneumatically operated differential locks to improve traction. These were not normally fitted to US-spec Vanagons due to fears over product liability.
Late 1980s T3 Caravelle Syncro
Flat-4 engine size and performance grew considerably over the T25's production run, from the 1.6 L, 50 DIN hp (37 kW) and 2.0 L, 70 DIN hp (52 kW) air-cooled engines to 1.9 L water-cooled powerplants rated at 60 DIN hp (44 kW) or 78 DIN hp (57 kW) to the top-of the line 2.1 L, 112 DIN hp (82 kW) (95 hp for vans with catalytic converters) fuel-injected version. Likewise, the diesel engine grew to 1.9 L and 65 DIN hp (48 kW). There was a turbodiesel option, but only in 1.6 L, 70 DIN hp (52 kW) trim. The 1.9 L turbodiesel upgrade was not available until the introduction of the T4.
In its home market, the T3 was replaced by the T4 for the 1990 model year, but some Syncro models and vehicles for Deutsche Post and the German military continued to be produced in Graz, Austria until 1992. The last German-built T3s were the very sought-after "Limited Last Edition" models of which 2,500 were built.
Meanwhile, the T3 was still being built in South Africa, with a slightly modified body (larger windows, different ventilation, less room above the engine), fuel-injected four and five-cylinder inline engines and new equipment packages. South African T3 production was halted in 2002.
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Now some people just have too much time on their hands 