Volkswagen Kombi 2005 Review

Those who grew up in a world populated by Taragos and other Japanese 'people movers' may not understand how a slow, noisy 'tin box' could become the most recognisable and best loved van on the face of the planet.

The Type 2 - Volkswagen's official designation for its commercial model - was devised by the Dutch VW distributor and commenced production in 1950. Power increased from 19kW initially to 25kW by 1955.

Australia saw its first 'Transporter' models in the mid 1950s and they quickly gained popularity as appliance delivery vehicles. By the 1960s and after the Postmaster-General's Department - which was responsible for telephone installation and maintenance - had ordered hundreds they became highly visible and there are still Kombis in existence with evidence of their original 'PMG red' paintwork.

Body styles available to Australian buyers included the seven-seat Microbus, a delivery van, drop-side utility and a dual-cab utility with a shortened tray and space for five occupants. Germany produced a Westfalia camper, with British and Australian conversions following soon after.

Major change came in 1967 with a restyle that replaced first-generation 'split window' models with the physically larger, more powerful 'bay window' version. In addition to their larger, single piece windscreen, these Type 2s could carry up to nine passengers with engines that expanded in the space of a decade from 1.5 to 2.0 litres.

By 1978 a 1970cm3 version of the horizontally-opposed, four-cylinder engine was available, producing 51kW of power and with the option of three-speed automatic transmission. Top speed increased from the raucous 112km/h recorded by a 1.6-litre Microbus in 1971 to a far more civilized 130km/h. Acceleration was similarly improved - 70-100km/h taking 10.6 seconds as opposed to the 23.8 seconds required by the smaller-engined model.

Safety received a boost as well with heavier cabin framing creating a 'safety cell' to protect occupants - those up front anyway - in the event of side or frontal impacts. Not until the arrival of Toyota's long-nosed Tarago would a Japanese van match the inherent crash protection offered by the post-1967 Volkswagen.

A revised, squared-off body shape arrived in time for the 1980s and would soon be accompanied by a totally new, water-cooled engine. For now, though, let's confine our considerations to the more traditional air-cooled models.

Surfers, adventurers and international tourists made Kombis an icon of the 'flower power' period. While Barry Humphries and his chums had been "belting up to Buller" aboard a Kombi since the early 1960s, it took a little while for wave chasers and bomb-banning activists to recognize the appeal of a mattressed-out Microbus. Survivors are plentiful and a trip to Northern NSW will even today reveal veterans of the 'alternative culture' era still punting about the place in hand-painted, florally enhanced Type 2s.

Family bias rather than nostalgia led photographer Cristian Brunelli inexorably towards Kombi ownership. His 1976 model was acquired from Brunelli's father, who has owned a similar vehicle since brand new. Looking a little more aggressive than your average Kombi, the Brunelli machine runs a later-model 2.0-litre engine with twin Solex carburettors and an extractor exhaust system. Keeping all of that power under control is fully adjustable suspension front and rear plus a snazzy set of Bilstein shock absorbers to smooth the bumps.

"I got it because it fits my mountain bike without having to take the wheel off," Brunelli admitted. "It only gets driven about once a week but it's really reliable and cheap to run and fun as well."

Affordability has been a key component of the T2's success during a lifespan of over 50 years. Never cheap to buy, Kombi variants from the pre-1980s maintained strong resale values and were among the cheapest vehicles in the market to maintain. Fuel consumption is determined by driving technique and conditions - a fully-laden 'bus being pushed along at 100km/h into a headwind will chew fuel like a V8 but a 1.6-litre driven for economy can achieve better than 10L/100km.

ON THE ROAD
If almost silent, effort-free progress is a priority then Kombi ownership is not a path down which you will want to travel.

Driving a Type 2 is an involving experience and many who have owned one - or several - of the boxy Volksys would not trade it for anything quieter, more modern or less durable.

Early 1.2-litre models are excruciatingly slow with an effective top speed of 95km/h. Acceleration from rest to 80km/h takes more than 30 seconds and overtaking is almost an impossibility. With 1.6 litres under their tail, early 1970s examples jump the 100km/h top speed barrier - a Microbus tested by 'Modern Motor' achieving a best speed of 112km/h and cutting six seconds off the 0-80 time.

The driving position initially looks and feels uncomfortable but owners soon learn that the near-flat steering wheel combined with 2.75 turns lock to lock allows experienced Type 2-ers to negotiate even tight bends simply by shuffling the bottom half of the wheel. Parking and low speed maneuvering take slightly more effort. Lateral adhesion, especially with a decent set of radial-ply tyres, is extremely good due to the use by later vehicles of double-joint rear axles. Drum-braked models stop reasonably well, but for regular use choose a post-1971 with front discs.

Kombi occupants are better insulated from mechanical noise than those sitting above the engine in something like a Mitsubishi L300. Nonetheless, you are always aware of a distant and occasionally intrusive 'dak-dak' chatter from the rear mounted flat four. Thrumming through the body - especially when unladen - can become tiresome but camper conversions are noticeably quieter due to the insulating effect of cushions and cupboards.

Standard Kombi fittings are most kindly described as 'adequate'. First contact with the vinyl-trimmed seats won't impress and don't expect to find fast glass, air-conditioning, power steering or fuzzy cloth trim fitted to pre-1985 Type 2s. Side windows in the passenger area are fixed and the swiveling quarter window is virtually useless at low speeds. By contrast the heating system is effective and simple, with trunking feeding warm air into the rear compartment.

The effect of crosswinds on an unladen Kombi also needs to be noted, but the advice here is; be aware, not alarmed. Emerging from behind a cutting or embankment can produce a sudden lateral shift that requires anticipation and prompt but not dramatic correction.

Access and versatility are outstanding, even with early models, and just about anything that fits inside a Kombi can be loaded through the enormous side door. Microbus models can be converted into a dedicated load carrier within 20 minutes of being assailed with a socket and ratchet bar.

BUYING
Significant sums of money have been sought and occasionally realised for 1950s models. Most desired and valuable of the early models is the '23 Window' Microbus that sold mainly in Europe and has reached $30,000. Early, Australian-delivered vans and utilities in good condition will reach $8000 with pre-1968 passenger models in excellent condition now above $12,000.

More available and viable for regular use are 1970s versions with 1.8 or 2.0-litre engines. These in Microbus or single-cab Pickup form are freely available in varying levels of repair and often including mechanical upgrades. Prices for restorable, mid-1970s versions begin at just $1000 and a Campmobile in running order with moderate rust was recently offered at $1700.

Paying $6000 or thereabouts opens the door to a wide selection of very good Kombis - usually repainted and in excellent mechanical condition.

BUYER CHECK POINTS

BODY
Rust attacks floors and peripheral areas such as the wheelarch lips, window surrounds and below the cabin doors. The sliding side door needs to be checked for smooth movement and secure operation of the locking catch. Crash bars bolted to the front chassis rails warrant examination to confirm the mountings are secure and that a previous impact hasn't bent the rails themselves. Roof damage to Kombis often goes un-noticed until some time after purchase, so take a look from a balcony or remember your ladder. Camper conversions raise some specific problems - leaks from the 'pop top' roof panel and gas lines needing specific attention.

ENGINE & TRANSMISSION
Oil and exhaust system leaks are endemic with older Type 2s. Fuel leaks are more serious and any sign or smell of fuel loose in the engine bay needs careful investigation as fire is a significant killer of early Kombis. According to Cristian Brunelli, a set of extractors and a new muffler were sourced for around $300. Gearboxes are extremely durable and notchy by design so difficulty selecting first or reverse gears at a standstill usually indicates clutch wear. Driveshaft joints for 1970s models cost around $60 each.

SUSPENSION & BRAKES
Type 2 steering needs to be pin-sharp with minimal free play at the wheel rim. Excessive slack indicates steering box wear and the potential for imminent front suspension repairs. Replacement parts are freely available and inexpensive - late 1970s ball joints at around $40 each and basic shock absorbers from $50. Sydney-based Indian Autos supplies adjustable front and rear suspension units for 1970s models. Disc braked models should stop in a straight line without locking the rear wheels. Those that don't could have a problem with brake proportioning or worn rear shoes.

INTERIOR & ELECTRICAL
Early six-volt versions are best avoided if regular use is your intention. Headlight performance even from 12v models is marginal. Interiors are inexpensive to renovate but be wary of damaged trim panels in the rear area as they can be hard to find in good condition.

FAST FACTS:

NUMBER BUILT: Approx. 2.2 million (1968-79)

BODY TYPE: Steel, integrated body/chassis, van, single or dual-cab utility, passenger bus

ENGINE: 1.2-2.0-litre horizontally-opposed four-cylinder with overhead valves, single or twin downdraft carburettors or fuel-injection
POWER/TORQUE: 51kW @ 4200rpm, 143Nm @ 2800rpm (2.0-litre carburettor)
PERFORMANCE: 0-100km/h - 22sec; 0-400 metres - 21.7 sec (2.0-litre carburettor)
TRANSMISSION: Four-speed manual or three-speed automatic (post-1973)
SUSPENSION: Front: independent with torsion bars, trailing arms and telescopic shock absorbers. Rear: independent with swing axle (pre-1968) or jointed shaft with locating links, torsion bars and telescopic shock absorbers
BRAKES: Drum/drum or disc/drum (post-1971), some with power assistance
WHEELS/TYRES: 5.5J X 14 steel, 185/SR14 radial (post-1971)
PRICE RANGE: $1000-$12,000 (1968-80 models)
CLUB: Volkswagen clubs in all states

Images: Cristian Brunelli