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Wolfsburg 2015

2015 Passat GTE
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1968 411
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1967 T2 technique
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1962 Karmann type 34
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1947 Beetle Special Version
1946 Type 2 Forrunner
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1938 Conv. prototype
1938 VW prototype
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VW Beetle
VW Beetle Convert. 2
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VW Beetle (11)
VW Beetle (10)
VW Beetle (7)
VW Beetle (8)
VW Beetle (9)
Inside VW Beetle
VW Beetle (1)
VW Beetle (2)
VW Beetle (4)
VW Beetle (6)
VW Beetle (5)
Beetle Pend. Wheel Susp.

More data

  VW Beetle (11)

What might happen in case of bad servicing, you can see in the picture. This is, by the way, the sporty convertible version of the beetle with the same technology.

Maintenance schedule (every 5000 km)

First of all, there is the engine oil change with cleaning of sieve and lid. Both were inserted with two new gaskets again. Then 2.5 litres of new oil were put in, indeed, not as simply as with today's vehicles.
Air cleaner elements were not usual for VW. Here the wet air filter was basically cleaned and provided with a new quarter litre oil.
Speaking about the oil, the oil level was checked in the gearbox at the filler plug. The change was due only all 50,000 km.
The fan belt tension should be checked/adjusted. For this the central nut in the generator axle drive shaft was loosened and thin discs between the two V-belt pulleys filled up/removed.
The former fuel pumps still featured filters which had to be cleaned.
The cylinder head covers were secured below on both engine sides by a big, springy clamp. They had to be taken away, be cleaned and be provided with new gaskets. The valves had to be tuned.
There were cleansing equipments for spark plugs. According to their respective state they had to be exchanged. Actually, the compression should also be checked on this occasion.
The crankcase ventilation led - differently than today - directly outside. At their end a grommet which worked like a check valve was to be checked. Beside the examination of the exhaust system the density of the heat exchangers was important for the heating.
Though the clutch cable was difficult to get by, in later versions with its butterfly nut, however, relatively simply adjustable, a current thread presumed.
Collar, kingpin and front axle tubes featured lubricating nipples. Grease was put in every 2500 km, until the grease pulled out at the other end of the jack. Likewise, the allowed play was checked. In addition, the dust caps of the end spindle connectings and - especially importantly - the gaiters had to be checked for damages in the rear axle. The same km-frame (2500 km) was urgently necessary for the lubrication of the outside horizontal door hinges (with engine oil). Of course, all hinges (and surprisingly also locks) should be lubricated.
The quick measurement of the toe-in with a pipe rack and a fixed stop unit or measuring stop unit were part of the inspection. The tyres could be checked now, as well, whereas the pressure was something for latter.
The check of the steering play was easiest done with one hand at the steering wheel and the other hand at the wheel with open side window. For adjusting it, a small car body flap had to be loosened behind the spare tyre and behind it the steering gear had to be adjusted. The oil level could be also checked right there.
Though the play of the front wheel bearings was due only all 50,000 km together with the entire grease exchange, however, it was carried out in practice more often.
The visual examination of the brake assembly has not changed till today. One could control the coating wear by small openings in the brake drum / back plate. From here it was also adjusted. The hand brake adjustment take place in the interior and was a comfortable work.
Also the check of the battery and the electrical installation is performed still today. The acid siphon or inquiry of the test current for low temperatures were carried out only if there was a reason to do so. Important - like today - is the check / setting of the headlights and all remaining lamps.
By the end of the inspection one turned once again to the engine. Here new contact-breaker points were inserted and adjusted. The centrifugal weights received a few drops of oil and the breaker cams were greased a little. At the end the ignition time could be adjusted.
If the engine ran again, the setting of the carburettor (rev and mixture in neutral) also became possible. Actually, the movable parts should also be lubricated here. More importantly, however, still was the check of the throttle cable.
What has not been mentioned is the windshield washer which had to be filled as a rule by the driver in the filling station with water / protection against frost. Because it did not have a pump, one had to inflate them like the tyres with air pressure. Of course the state of the wiper blades was also checked in the garage.
A test run was also usual of course, indeed, with even more attention to the brake assembly (e.g., oblique drawing) and check of the heating service/-efficiency.

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