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Video VW History 1
Video VW History 2
Video VW History 3
Video VW History 4
Video VW History 5
Video VW History 6
Video VW History 7
Video VW History 8
Video VW History 9
Video VW History 10
Video Replacement parts
Video Wolfsburg 2015

Video 2003 Race Touareg
Video 2015 Transporter T6
Video 2015 Golf TSI Blue Motion
Video 2015 Touran
Video 2015 Sharan
Video 2015 Caddy
Video 2015 Cross Coupe
Video 2014 Polo GTI
Video 2014 Golf Alltrack
Video 2014 Golf GTE
Video 2014 Passat
Video 2014 Touareg
Video 2014 Scirocco
Video 2014 T5 California
Video 2014 Golf R
Video 2014 T-ROC
Video 2014 e-Golf
Video 2014 Twin-up!
Video 2014 Taigun
Video 2014 Polo
Video 2013 E-up!
Video 2013 Golf Sportsvan
Video 2013 Golf Variant
Video 2013 Golf GTD
Video 2013 Golf Blue Motion
Video 2013 XL 1
Video 2013 Natural Gas
Video 2013 T2 from Brasil ends
Video 2012 Golf 7 GTI
Video 2012 Cabrio GTI
Video 2012 Crafter Facelift
Video 2012 Exhibtion effort
Video 2012 Golf 7
Video 2012 Golf 7 - Development
Video 2012 M. transv. platform
Video 2012 Engine technology
Video 2012 CC
Video 2011 Tiguan
Video 2011 up!
Video 2011 up! engine
Video 2011 Golf Blue Motion
Video 2011 Beetle
Video 2011 Golf Cabrio
Video 2011 Jetta
Video 2010 Caddy
Video 2010 Three-cyl. Diesel
Video 2010 Touareg
Video 2010 Amarok
Video 2010 Sharan
Video 2010 Passat
Video 2010 T5 Facelift
Video 2009 TDI 1,6
Video 2009 Multivan
Video 2009 Polo
Video 2008 Passat CC
Video 2008 Golf 6
Video 2008 Scirocco
Video 2007 Tiguan
Video 2006 Eos
Video 2006 Crafter
Video 2005 Polo GTI
Video 2005 Passat B6
Video 2005 Fox
Video 2004 Golf Plus
Video 2004 Golf V GTI
Video 2003 Golf 5
Video 2003 New Beetle Conv.
Video 2003 Sharan
Video 2003 Transporter T5
Video 2003 Caddy
Video 2002 Golf R 32
Video 2002 Touareg
Video 2002 1-l-car
Video 2001 Phaeton
Video 2001 3-L-Lupo
Video 2001 Polo 4
Video 2001 Passat W8
Video 1999 Prototype Rear
Video 1999 Prototype Front
Video 1998 Golf Cabrio
Video 1998 New Beetle 1
Video 1998 New Beetle 2
Video 1998 Golf 4
Video 1998 Lupo
Video 1996 Passat B5
Video 1994 Polo 3
Video 1993 Golf 3 Cabrio
Video 1993 Golf Electric
Video 1992 Golf GTI 3
Video 1992 Golf 3
Video 1992 The last T3
Video 1990 Motor dimounted
Video 1990 Transporter T4
Video 1989 Taro
Video 1988 Corrado
Video 1988 Passat B3
Video 1985 Polo G40
Video 1985 Golf GTI 2
Video 1985 Transporter Syncro
Video 1983 Golf 2
Video 1981 Santana
Video 1981 T3 (Diesel Engine)
Video 1981 Scirocco 2
Video 1981 Polo
Video 1980 Passat B2
Video 1979 Jetta
Video 1979 Iltis
Video 1979 Transporter T3
Video 1978 Golf 1 Cabrio
Video 1976 First Diesel Engine
Video 1976 Golf GTI
Video 1975 Polo
Video 1975 LT
Video 1974 Golf 1
Video 1974 Scirocco 1
Video 1973 Beetle engine
Video 1973 412
Video 1973 Passat B1
Video 1972 Transporter T2
Video 1971 SP
Video 1970 K70
Video 1970 Buggy
Video 1969 181
Video 1969 VW-Porsche
Video 1968 VW Beetle
Video 1968 411
Video 1967 Transporter T2
Video 1967 T2 technique
Video 1966 Beetle
Video 1965 Beetle
Video 1964 Beetle
Video 1964 Fridolin
Video 1963 Beetle
Video 1963 Type 3
Video 1962 Beetle
Video 1962 Karmann type 34
Video 1957 Beetle - USA
Video 1956 Beetle
Video 1955 Construction Start Hannover
Video 1955 Karmann Ghia
Video 1954 Beutler Beetle
Video 1952 Kaefer Stoll Coupé
Video 1952 T1 Camper
Video 1951 Samba Bus
Video 1951 Export Beetle
Video 1951 T1 Ambulance
Video 1950 Export Beetle
Video 1950 Type 2 T1
Video 1950 Technology T1
Video 1949 Beetle Convert.
Video 1949 Beetle Convert.
Video 1947 Beetle Special Version
Video 1946 Type 2 Forrunner
Video 1943 Schwimmwagen
Video 1941 AWD-Bug
Video 1940 Kübelwagen
Video 1938 Conv. prototype
Video 1938 VW prototype
Video 1937 Pilote prod.
Video 1936 Prototype
Video VW Beetle
Video VW Beetle Convert. 2
Video VW Beetle Convert. 3
Video VW Beetle (11)
Video VW Beetle (10)
Video VW Beetle (7)
Video VW Beetle (8)
Video VW Beetle (9)
Video Inside VW Beetle
Video VW Beetle (1)
Video VW Beetle (2)
Video VW Beetle (4)
Video VW Beetle (6)
Video VW Beetle (5)
Video Beetle Pend. Wheel Susp.

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Volkswagen - History (5)

The years up until 1960 were dominated by the expansion of production and sales. In 1953 the sales figures exceeded a half a million cars, in 1955 one million, in 1957 two million and again, twice that figure in 1960. The exportation to english-speaking countries was started. One great example was the enormous North American market, where they actually succeeded in establishing a sales network including the accompanying customer service which was typical of VW. The plant in Brazil was developed, and expanded, making them the only manufacturers in South America with a design department.

During this period the customer service in Germany itself was also refined. The relatively short servicing intervals of every 2500 km was common, also for their competitors. The VW system of giving a guarantee on parts which were recycled in their own workshops, proved effective. E.g., an engine cost only DM 430 and could be replaced for a mere DM 7,50. The record time for changing an engine was approx. 10 minutes. Because at that time, all VWs had the same wheelbase, one could simply drive up to the markings on the lifting platform, no adjustments were necessary. Just as a matter of interest, at that time the front mudguard, including udercoating, cost DM 43,26 and the rear mudguard, only DM 28,90.

The 1960s saw the arrival of a new mid-range model with more space inside and much more boot space due to the now flat mounted engine. At the same time a Karmann-Ghia again appeared, indeed, due to the lack of acceptance, it never even made it to a convertible. The power of the Beetle was again increased, this time to 25 kW (34 HP), later it would be even more. The glas surfaces were enlarged step by step and the dashboard was again altered. More important was the course taken by the concern. VW became a “global player” and was converted into a public company with a special state-protection-portion of 2 * 20 against a hostile takeover. Now, anyone could buy and earn money with VW-shares, with or without voting rights.

The insides of the flat-lying engine in the Type-3 were very similar to that of the Beetle. Thus, the Beetle also profited from the bigger engines which were necessary for the mid-range cars. From now on, the cubic capacity would grow to 1600 ccm³, indeed, the performance of 37 kW (50 HP) would remain. A genuine construction-highlight was the 1967 Bus/Transporter. One might say, it was maintained for a long time, then thoroughly renovated. If their principle of rear-engines was to make any sense at all, then it was here that it was most persuasively applied.

The outlines of the difficulties could already be seen before Nordhoffs death in 1968. VWs were no longer being bought mainly because of their technical innovations but for their robust character and comparatively low repair costs. There were too many unrealised modernisation proposals. The dogma of the rear-engine became something to which they were bound. The long awaited appearance of the four-door 411 and the futuristic VW-Porsche couldn't help any more either. Even worse, was just at that time Porsche, which was actually the the VW-development department, was working on an underfloor-mid-engine.

The path to rescuing the concern was paved, of all things, by the, in the meantime, taken over companies. The first forerunner was the, almost unchanged, front-wheel drive K 70 from the, in 1969 acquired NSU-works. This was also a failure, because NSU had somewhat gambled away their good reputation with the Ro 80. The angular shape of the K 70 and their carelessness prevented it from being a real VW. In 1964 the Auto Union had already been taken over by Daimler-Benz, this subsidiary, once again called 'Audi', held ready the solution to the concern problems.

In this case, Mercedes-Benz had already done the early development work. Ludwig Kraus, who had moved to Auto Union, was instrumental in the final replacement of the outdated two-stroke technology with a modern 'mid-pressure' engine. Despite this lucky chance, Mercedes found that, presumably for image reasons, they couldn't do anything with this subsidiary and promptly sold it off. Indeed, VW was, in the beginning, also not aware of Audi's potential. Kurt Lotz, chief of the concern from 1968 to 1971, put his money on the Porsche development. 03/10

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Translator: Don Leslie - Email:

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