Volkswagen Karmann Ghia
I saw a news item the other day linking to a German language article about independent coachbuilder Wilhelm Karmann GmbH which related a bit of shocking news: Der Cabrio-Spezialist meldet Insolvenz an! Karmann, which once built convertibles for Audi, Ford, Mercedes, Porsche, Renault and VW, fabricated convertible tops for those and many other manufacturers, assembled AMC Javelins for sale in Europe, and built its own line of "Mobil" motorhomes, has filed the German equivalent of a bankruptcy petition and is going out of business.
That seems to make this an appropriate time to spend a bit of Car Lust bandwidth on Karmann's best-known product: the Volkswagen Karmann Ghia--or, as one writer rather cleverly described it, the "Beetle in a Cocktail Dress." That description is appropriate because beneath the Karmann Ghia's attractively curvaceous styling is the heart and soul (and floorpan, engine, transmission, suspension, and other miscellaneous mechanical parts) of a humble Volkswagen Type 1 Beetle.
The story behind the Karmann Ghia is a fascinating one, with a surprising (to me, anyway) connection to a member of our own Car Lust family.
History contains many examples of auto manufacturers who stubbornly stuck with an established design in defiance of fashion (e.g., Checker's Marathon taxicab, Ford's Model T, AMC's Hornet/Concord, Morgan's entire product line). Perhaps the most stubborn of all was Heinz Heinrich Nordhoff, the first chief executive of Volkswagen, and a man who pretty much fit the archetype of the autocratic, perfectionist, ultracompetent German engineer.
Herr Nordhoff set a very conservative policy for Volkswagen. It built the Type 1 (not officially called the "Beetle" until the 1970s) and the Type 2 Transporter (better known in the U.S. as the "Microbus"), which was derived from the Type 1 and used many of the same mechanical parts--and that was it! The two designs were given periodic improvements and refinements, but there were no annual restylings and only a select few variations.
In the period when Europe was just getting started with its postwar rebuilding, Herr Nordhof's conservatism made sense: there wasn't much of a market for anything beyond basic transportation, VW already had a very good design that met that need, and it didn't really have the money to do a lot of new product development even if the boss had been so inclined. VW would later get into trouble for being too slow to change, but all that was a couple of decades away.
Which is not to say that Herr Nordhoff was totally uninterested in expanding the VW product line. He was okay with the idea of new VW products, just as long as VW wasn't called upon to spend a lot of its own money to develop them. In 1949, Karmann built a prototype Type 1 convertible ("Cabriolet") on speculation, which caught Herr Nordhoff's fancy and went into production (subcontracted out to Karmann, of course) later that year.
In 1951, Karmann began pitching the idea of a racy coupe built on the Type 1 platform. VW was open to the concept, but none of Karmann's initial styling studies were accepted.
Meanwhile, on the other side of the Alps, Italian coachbuilder Carrozzeria Ghia SpA, like Karmann, was looking for work. The Italians had talented designers and craftsmen, but the market for custom carbodies for the European elite was not what it had been before the war. As a way of drumming up business, Ghia built a "spec" car, the XX-500, by placing a dapper custom body on a Plymouth chassis, and showed it to Chrysler. Chrysler had just hired a new Director of Styling by the name of Virgil Exner--the father of Car Lust contributor Virgil Exner Jr.--and Ghia soon had a decent line of business crafting prototypes and limited-production custom cars from Mr. Exner's designs. Among these was a show car called the D'Elegance, a coupe with swoopy, curvaceous bodywork.
At this point, you might be thinking that there's a certain family resemblance between the D'Elegance and the Karmann Ghia. You'd be right about that, and with good reason. Around the time that Ghia began working on the D'Elegance, it also began collaborating with Karmann on a new design for that fancy coupe Karmann had suggested to VW. While Ghia later tried to claim otherwise, it's pretty darned obvious just from looking at the thing that they cribbed off the D'Elegance in cooking up the VW design.
Our own Virgil Exner Jr. confirms this:
"In 1955 I had turned 22 and was attending the Kunst und Bilden Akadamie in Wein (Vienna) Austria. When school was out in late May a buddy of mine and I made our way to Torino to visit Luigi Segre and Ghia. Paul Farago, my father's and my great associate car builder, was there and he asked Luigi to roll out the first Karman Ghia production prototype, as 'it was developed from the D'Elegance.' Paul had an issue with Gigi as to whether the windshield header might be too low as to make the roof look too heavy. They both asked me. I said that I thought so too, and that I would raise it by an inch. 'Done,' said Luigi, and it was, just before production was announced.
"Ghia had sent the second Karmann Ghia to be imported to this country to Chrysler. The first had been sent to Max Hoffman in N.Y. I drove Chrysler's a few times in early 1956 and loved it. My father bought it from Chrysler for me as a graduation present. After about 6 months I traded it in to the local Volkswagen dealer for a brand new 1957 standard Beetle plus $600 that I used to finish the full sized build of my Simca Special."
Herr Nordhoff liked the design, but was rightly concerned about production costs. The compound curves of the front fenders meant that they could not be formed from a simple stamping, but would have to be built up from several pieces welded together by hand, as shown in the footage of Karmann's production floor appearing in this Portugese-language commercial:
It took Karmann 21 months to complete the engineering necessary to turn Ghia's Exner-influenced prototype into a car that could be built cheaply enough to be profitable at the desired price point. The first production models rolled out of the shop in August of 1955. The "cabriolet" (convertible) version appeared in late 1957.
Thanks to its drop-dead-gorgeous looks, the Karmann Ghia was an immediate hit. VW sold 10,000 in the first year, far in excess of its expectation. Make no mistake, the styling was what was selling the car. It didn't have sports car speed, and that was quite intentional. VW, Karmann, and Porsche had a complicated symbiotic relationship at the time, and no one at either Karmann or VW wanted to mess that relationship up by coming out with a car that competed head-on with the Porsche 356.
The drivetrain was straight out of the mid-1950s Beetle--a 1200-cc, 36-horsepower flat-4 motor and a four-speed transmission--and the only suspension modification was the addition of a front sway bar. The fancy bodywork weighed about 150 pounds more than the Beetle's, but the extra weight was partially offset by the Karmann Ghia's smaller frontal area and better aerodynamics. The 0-60 time was a Beetlesque 30 seconds, but the top speed was slightly higher than the contemporary Bug, at 72 mph. Still, it wasn't exactly the hottest car on the road, and VW never tried to pretend otherwise:
On the other hand, the Karmann Ghia had Virgil-Exner-with-an-Italian-accent styling and the Beetle's German-engineered reliability going for it. It might not be able to quite keep up with the other sports cars, but it would keep running while those other little two-seaters were sidelined by their chronic mechanical gremlins--and look good doing it!
The Karmann Ghia enjoyed a long production run with few changes. A 1960 restyling of the front clip raised the headlights and enlarged the air vents. As a result, older Karmann Ghias are sometimes referred to as "lowlights." There were minor changes in tail lights and turn signals over the years, and the Karmann Ghia also got the benefit of improvements in the Beetle's engine and mechanical parts. The final ones, like the last Beetles, had a 1584cc 60 horsepower engine, giving them a bit more pep than the early lowlights.
(There was also another Karmann Ghia, the Type 34, which was built on the Type 3 ("Fastback" and "Squareback") platform. It was styled by Virgil Exner Jr., and had a much more straight-lined and somewhat Corvairish look. The Type 34 was in production from 1962 to 1969, and was not officially exported to the U.S., though a few made it here.)
Karmann built a total of 362,601 coupes and 80,881 convertibles before the production run ended in 1974. A fair number have survived. Rust is a problem--as with all Karmann-built vehicles from that era--but even with that, restoring or maintaining a Karmann Ghia is relatively easy as vintage cars go. The mechanical parts are pure Beetle, and NOS or reproduction components are available from a variety of sources. As with most interesting cars, there's an active owner's club and other Internet forums where Karmann Ghia owners are willing to share their knowledge.
Give me a drop-top in Paprika Red. It wouldn't be the fastest car by any means, but for a (moderate) speed run through the gorge between the old mill and the goldfish pond on a summer's day, you could do a lot worse.
The red coupe at the top of this article came from Flickr user Felipe Abreu. The photo of the D'Elegance came from Peter Madle's Stutz cars website, which includes coverage of other rare cars designed by the Exners. The festive yellow Cabriolet came from Flickr user Lucky Luc 512, who shot it at the Feuerwehrfest Altenhundem in 2007. Flickr user Thomas Tepe took the photo of a Karmann Ghia caravan at a Karmann Ghia owners' club meet in Germany in 2005.
--Cookie the Dog's Owner
That Car Guy on April 21, 2009 at 08:41 AM
In the 60s, everybody knew somebody who had a Karmann Ghia! I think one of the biggest attractions to the car was its "Anti-Beetle" design. In 4th Grade (1966-67) I would constantly stare out the window at the red one that my teacher drove.
It was a thrill to get a ride in one. Forget the power, forget the handling, forget everything... you were in a Karmann Ghia!
David Colborne on April 21, 2009 at 08:58 AM
This will probably be flagged as some sort of heinous blasphemy, but it sounds like the '60s version of the Subaru XT - looks good, a little rust-prone, and not particularly fast. Not that there's anything wrong with that.
One thing that always throws me for a loop with '60s iron is how there was this large class of slow, small, neat looking little cars that could corner well but couldn't accelerate worth a darn. From a modern perspective, it just seems incredible that they ever sold in any measurable quantity.
Chuck on April 21, 2009 at 10:02 AM
@David: Seems the "One car that does it all" idea didn't come into effect until the late 70s/early 80s with BMW, Japan, Inc. models, and others.
In the 60s, you had muscle cars that went fast but didn't corner or stop worth a damn, small sports cars that handled well but couldn't pull a hat off your head (Like the funny VW ad above), and floating land yachts whose only purpose was to isolate you as much as possible from the outside world.
Making one car that had at least some power, handled well, AND had luxury features (PW, PDL, Stereo, etc.) seemed to debut about the time the Accord was in its second or third generation.
Oh yeah, reliability came in there somewhere, too.
Anthony Cagle on April 21, 2009 at 11:00 AM
Guy down the street from me has one of these, with no rust at all (not unusual around here). So far it's been under a wrap for months now without being driven. I thought these were pretty cool until I realized they were just an ordinary Bug.
But hey, way to go Exners!
We need a new category: 6 Degrees of Virgil Exner.
kenny heggem on April 21, 2009 at 11:14 AM
When I had a my 75 Convertible Super Beetle I always thought the Karmann was sexier. A Thing for the funky...or a Karmann for the Sex of classic V Dubs. I was always considering the other VW water cooled cars less numerous and more interesting.
I just think that I have little patience for the little nuances these classic cars can be. I have know a few friends with one and they seemed to constantly be tinkering or having them repaired. Nah.
Always 'something' to fix...
I keep a orange model car in the living room to look at.
Somethings are better in theory to own than actually own. The 'magic' disappears once we have them (and have to take care of them)]
Great post!
helowrench on April 21, 2009 at 11:49 AM
Yup, I gots one, a 71 hardtop, and a 70 vert bug, and a 88 scirocco.
The VW flag will fly at half staff now, in respect, since all three wwere Karmann products.
I love my ghia, and use it daily for my 60 mile commute.
I never get tired of the look that it garner, or the stories I hear at the traffic lights or gas stations. The simplicity and ease of maintenace are a plus, as is the ease of sourcing parts, and the low cost of those parts.
The downside is the regularity of said maintenance, and the (somewhat) lack of speed. My car seems to strain a bit holding speeds over 70 for more than a few minutes, so planning is required to make sure I do not get run over.
Rob the SVX guy on April 21, 2009 at 04:18 PM
I love these cars. Such an attractive design. Now.... here's a tough one: Volvo P1800 VS Karmann Ghia?! GO!
Shawn on April 21, 2009 at 04:42 PM
I've always been a fan of the Karmann-Ghia and Cookie really covered all the bases. The mint green hardtop in the last picture is really sweet.
What I was surprised to learn here was the death of Karmann, although I'd say the writing was on the wall for some time. We've had two Karmann products in my family - a '69 Beetle convertible (current, dad's never-ending project) and a '90 VW Cabriolet (my first car, long gone). I think the followup VW Cabrio was maybe their last major production? Since softtop convertibles are out and retractable hardtops are in, Webasto (http://www.webasto.com/home/en/homepage.html) seems to be the go-to company for the European brands these days. They provide the tops for the VW Eos, Mini convertible, and I believe the BMW 3-series convertibles as well.
Karmann also produced the earliest BMW 6-series models, although BMW took over production when the Karmann cars rusted prematurely. Finding a Karmann-built 630CSi is truly difficult these days.
Rob brings up an interesting choice between the Volvo and the VW. But imagine if there was a Karmann-Ghia shooting brake to compete with Volvo's P1800 ES? Drool-inducing concept.
CJinSD on April 21, 2009 at 05:40 PM
One recent Karmann product was the Chrysler Crossfire. I'm not sure what else they've done lately, but I think they have their hand in quite a number of retractable hardtops.
The Karmann-Ghia was an interesting product or a type you don't see much of anymore. I think I'd rather have a Volvo P1800 on account of the fact that the Volvo would have an easier time running in modern traffic. On the other hand, a Karmann Ghia convertible with a built engine might change my mind.
Joe Clark on April 22, 2009 at 09:07 AM
Strictly speaking, it does not have a Beetle floorpan. The Ghia's is wider, though the rest of the chassis is identical. The lower center of gravity makes them handle really well, and with a little engine modification--easily accomplished with aftermarket materials--it'll outrun its suspension unless you beef that up, too, so "underpowered" is relative. VW ads referred to it as a VW in an Italian sports jacket.
I'm with you on the Paprika Red convertible. My brother and I have a 1960 convertible and that color is outstanding. A great car.
Bill T. on April 22, 2009 at 05:34 PM
I remember the Karmann Ghias well. They were (are) outstanding lookers. My sister had a convert, and the first time I sat in the driver's seat and looked back, I thought that the back seat might be good for two kittens and a chihuahua. I don't know what she did with it, but I heard (and saw), that they were notorious rusters. I saw a larger version of a KG in the '70's that must have been brought here by someone who bought it in Europe. It was the only one of its' kind that I ever saw. Looking at the various ads, especially the one of the VW in the water, I remember an ad saying that if Sen. Kennedy and Mary Jo Kopechne were in a VW, she would have survived also.
CJinSD on April 23, 2009 at 09:03 AM
It seems amazing to think that the Karmann Ghia, a mixture of 1930s engineering technology and early 1950s styling was directly replaced by the Scirocco in 1974, what was then one of the most forward looking cars of the market. Too bad the MKI Scirocco didn't enjoy a 19 year model run. It is still more desirable than anything VAG has produced since. The new 'Scirocco' is ugly, derivative, and morbidly obese, pretty much a poster child for how the Germans have fallen.
kenny heggem on April 23, 2009 at 11:02 AM
I have given up on VW since 1992.
The GTI 16v I bought was, to me, the last all around soul infused speedy little car without too much weight, un-needed features, and proper true Recaro seats.
The exception is the Corrado SLC that faded in 1993/94...but those are more a flag ship.
Plump. Too Japanese. Boring. Soul Free. That is VW post 92.
P on April 23, 2009 at 08:26 PM
Kenny, the same reason you gave up on VW is the same one I gave up on Volvo. To me the last true Volvo was the 850 - I've had two of them and I can honestly say they were two of the most fun cars I've ever had. The 240s and 740s were different stories, though
Now any Volvo 2001 and up is nothing more than an overweight, boring, Ford-engineered product.
TVH on April 25, 2009 at 04:43 PM
My little clique in the late '60/early '70s lusted after
European cars when peers went on about detroit iron...
...that being said, we called the Karmann Ghia 'the larval
stage of the Porsche 911'...
jpgarrett on April 25, 2009 at 05:00 PM
I had a beautiful '71 hardtop in British Racing Green w/ tan interior which I bought slightly used in '73 for $2,100. I believe the '71 model was the last with the more attractive bumpers before the safety patrol mandated the big, clunky I-beams on both ends. Drove it through most of my college years 'til I traded it in for a new '76 Rabbit (which was faster, more comfortable, handled better and had a decent AC/heater and stereo).
Although the KG was definitely underpowered, it was a gas to slide around with extreme oversteer on wet streets, and I actually saw 100 mph+ downhill with a tail wind. Not for the faint of heart.
It did leave me stranded a few times with generator/electric problems, but it was also very easy to push start solo. In the days of 30 cent gas I could drive it for a week for a dollar.
Oh, I wish I had it back! I have a fantasy of mounting this beautiful body on a modern Boxster chassis for the ultimate marriage in classic/modern German engineering.
Ursus on April 25, 2009 at 05:57 PM
I had a 68 Ghia. It was rotted and busted, but I loved it. I want another.
NedLudd on April 26, 2009 at 05:10 AM
Reading the article and its comments brought me back to the early 70's in my mind. I always thought that a Karman Ghia would have been a great car to have and drive but all I could afford was '63 American Motors Ambassador that I got for $300. The specific Ghia I remember most was an abomination only the 70's could produce. I would usually see it on the weekends at a restaurant we would go to in Dearborn, MI after a night of relaxing with friends. In true 70's spirit, the owner had covered the body in Purple shag acrylic fur. I always wondered about what the owner was thinking and wished I had a camera then...
Matt on April 26, 2009 at 06:59 AM
My grandfather had a red drop-top and was killed in it in 1971 when a woman driving a '68 Impala blew through a stop sign. My grandmother, now 98, still insists the KG is the devil's car.
ObeliskToucher on April 26, 2009 at 07:38 AM
My first car (through high school) was a blue Kharman Ghia. No power at all, of course, but a lot of fun to drive. My best memory was of a camping trip to Wilderness State Park in northern Michigan -- after the starter gave out and the rivet broke off my J.C. Whitney "pull starter", I just focused on parking it on an incline whenever possible and didn't have any problems getting it going. The road from Mackinaw City to the park was about 10 miles of curvy 2-lane along the Lake Michigan coastline... a joy to drive.
Then the car rusted out (Michigan was a pro-salt state back then) and I got rid of it after the floor pan on the driver's side started to fall out...
lou on April 30, 2009 at 06:55 AM
Restoring a '68 Ghia convertible and in need of a complete top in operating condition, any suggestions?
Misha on May 07, 2009 at 02:13 PM
This is an effective, albeit sparkly, summary of the original article to which you linked.
Nice precis, and good work finding different photos.
Guillermo Ruiz-Arguelles on May 25, 2009 at 07:55 PM
I have a 71 Karmann Ghia, leather seats, recently painted, blue and white, new rugs, hardtop, great condition. I am selling it to rebuild another car
Ray Swadley on August 01, 2009 at 07:37 AM
I'm an "old geezer" (71) and own two beautiful, totally restored KG's. A '61 drop-top, British racing green with tan tweed interior, tan square-weave carpet, tan leather stearing wheel, dash and shifter boot, tan cloth top and a 1776 cc mill. Also have a beautiful '68 coupe, valour red, grey tweed interior, grey square-weave carpet, grey leather dash and shifter boot with a 2100cc mill. My first NEW car was a '65 cabriolet that I had to sell because of a growing family. Always vowed I'd have another and now I've got two!! Love my KG's!!!
Paul on July 12, 2010 at 03:01 PM
No shame in having VW mechanicals, the Porsche 356 also had vw mechanicals, but was not intentionally restricted like the Beetle and Ghia. Loosen up those breating restrictions and power is no longer a problem... A car that will hit 70mph on the ramp before merging has no problem staying with traffic, and that's using the original solex carb with hand-drilled jets. Mine stays in the garage though unless it is clear and dry out.