Shadowboxer - Karmann Ghia Type 34: The Story of the Second Born

by Juergen Goessling. (Oldtimer Markt, June 1997, translated by Alexander Drescher [Berlin, Germany] and Registry Member Steve Odom [Hattiesburg, Mississippi] )

It sounds paradoxical: although definitely in its own class, the Italian-German parents refused to give it its own name. Its brother was six years older and smaller, but simply too well done. As the second born, it could never get out of the shadow of the smaller one. The Karmann Ghia Type 34 was, in the mid-60’s, a car for the eye, a reliable vehicle which was given the touch of a toy with its coachwork." That’s how car journalist Olaf von Fersen described the car in the Motor Reise Revue. It remains undecided whether or not that is the truth, but public response was reflected in poor sales which were lower than anticipated. Yet, some facts did speak for the "big Karmann." The car first appeared at the time of Germany’s boom. The time of reconstruction was over. The factories became active and productive again. Leisure time, a better house, and not least a car, were evidence of material prosperity and a regained self-confidence. While the political situation climaxed in the construction of the Berlin Wall in 1961, West Germany became modernized with bright colors and unusual designs. Movie theaters were "in." Romy Schneider touched millions of people with her portrayal of "Sissi" and, afterwards, huge crowds of spectators went to see the movie "The Miracle Generation" ("Wir Wunderkinder") with Hansjoerg Felmy and Johanna von Koczian.

The car sector also changed significantly. In the early 50’s, a person was considered lucky if he could drive his own VW Bug. By the 60’s, customers were more prosperous. Those who wanted to be a part of the economic rise closed the doors of the Bug and changed to the middle class cars of Opel and Ford. With the exception of the Transporter, VW didn’t offer any big cars. That’s why Volkswagen boss Heinrich Nordhoff ordered his engineers to build a bigger car in the late 50’s. That resulted in the construction of the VW 1500 which caused some confusion since the Bug and Bus were also designated as Type 3.

Continuing with their own concept, the car makers from Wolfsburg kept on building rear engine cars. The new kind of car was not especially different compared to the Bug except for the wider shape. However, it was a very important step in the development of new compact cars. Unlike the Bug, whose followers the convertible and beautiful Karmann Ghia Coupe Type 14 won gradually, the strategy this time was to offer an entirely different group of cars. At the IAA (International Association of Automobiles) in 1961, the company presented the second generation of air-cooled vehicles: a four-door sedan, the Karmann Ghia Coupe 1500, and two wonderful convertibles, one four-seater based on the sedan and one built along the lines of the Karmann Coupe.

The coupe and the convertibles had one thing in common: they came from the Karmann coachwork factory in Osnabrueck. In 1901, the twenty-year-old Wilhelm Karmann bought the factory from Christian Klage and became self-employed in Osnabrueck. He first produced fabric roofs for the Bielefeld firm, Durkopp. A short time later, he built coach parts for Opel and Benz. The breakthrough of success came at a car exhibition in Berlin. Orders then followed from NAG, AGA, Adler, Hanomag, and Mercedes-Benz.

Briefly, the policy of the so-called "Third Reich" interrupted the expansion of the company. Still, in 1936, Karmann bought the 10,764 square yards of the company’s space. After the last air strikes on Osnabrueck in 1945, Karmann’s factory was completely destroyed. But Karmann was persistent and rebuilt the factory with, of course, much effort. In addition to lounge chairs and cutlery, the company also produced coachworks again. Normally, however, the business was not paid in cash. Unique forms of payment were not unusual. For example, one time the Adler company paid with bicycles. In 1947, an order from Ford caused the factory to grow and expand. After the war, Wilhelm Karmann and his son, who had the same name, put more effort into the Bug convertible project. After two prototypes and many problems with the contracts, VW ordered twenty-five models of the new car. All tests were done quickly. Soon, Nordhoff ordered 1000 more samples. The foundation of the still successful cooperation with Volkswagen was completed.

A few years later, Wilhelm Karmann, Sr., died on September 28, 1952. Wilhelm Karmann, Jr., came up with the next revolutionary invention (1955), the Karmann Ghia Coupe based on the Bug. The small beauty was the result of cooperation between the Karmann company and the designer Ghia. Once again, Nordhoff would not open his mind, but Karmann remained as persistent as his father. He built some prototypes in Turin, and one of them would convince his boss.

Karmann allowed his Turin friend, Luigi Segre, to do whatever he considered best. The Ghia boss and designer, Mario Felice Boano, as well as his successor, Giovanni Savonuzzi, developed the small sports car. On November 16, 1953, Nordhoff visited the Karmann plant and observed the Italian-German coupe. After a brief discussion about price and the cost of building the car, he gave his approval. Ghia made a huge deal. In the summer of 1955 at the 37th IAA in Frankfurt, the car was presented to a curious and excited public. It was the first time a car had the name "Karmann."

The success was based on the cooperation of three completely different partners: on one hand, the company who invented new technologies and shared them with the others, and on the other hand, the tiny Italian designer company which had great ideas, and, of course, the coachwork builders from Osnabrueck who put together all the parts for a fabulous, final product. A many-sided trio in all which, in the end, would also come up with the Karmann Ghia Type 34. As mentioned before, many factors contributed to satisfactory sales.

Under the name "Lyon," the "big Karmann" project started in Osnabrueck. This time again, the Italian Ghia company took over the design, but watched the car market in the United States where the new Chevrolet Corvair was a big success with its bolted shape. A special feature was the hip high edge all around the vehicle. The idea of the air cooled engine in the rear of the car was the same as in Wolfsburg, although the Americans built a six cylinder engine. The distinctive Corvair shape didn’t only interest Luigi Segre; NSU Prinz and Simca 1000 were two more European models who copied the edge. Segre took it into his new blueprint, and it also became a feature of the new Karmann Ghia. However, the engineer changed the original idea some; he interrupted the edge behind the doors and also changed the front so drastically that it gave the vehicle a completely different basic impression. Another new effect on the front was the double headlights, an unusual arrangement on Germany’s autobahns. All in all, the coupe didn’t seem to be as "feminine" as the older, smaller Karmann Ghia.

Hubert Hehmann was only in his second year as a sheet metal worker at Osnabrueck at this time. Today Hehmann is 56 years old and Director/Conductor of project planning. He recalls, "The greatest challenge was the edge that circled the car. With a resin model before us and a piece of sheet metal that was not even preformed, we began to try and hammer out the edge, a difficult enterprise for barely 20 associates." Karmann requested some specialists from Italy to show his employees how to handle the problem. After some difficulty with the Italian language and mentality, Karmann’s workers learned much about working out the metal edge of the Karmann Ghia. Hehmann admits today that even though the Italians helped the Germans go twice as fast, the Italians were "always a piece ahead!" They only had a resin model to show the desired result. So, as Hehmann notes, they spent most of the time repairing the model because it was too soft for the heavy metal. The edge! For everyone involved, it became THE problem. Wilhelm Karmann’s bookkeeper, Heinz Buechner, remembers, "We constantly cut open the edge and checked it to see if the sheet metal had become too thin or twisted too much by pressing." Buechner went on to say, "When I saw the car for the first time, I thought, we are on our way into the future."

Meanwhile, the 82-year-old Wilhelm Karmann, affectionately called "the old man" by the line workers, had some other new developments to present. Next to the coupe, the car builders from Osnabrueck came up with a four-seater based on the Type 3 and an elegant Karmann convertible. Both were produced and admired, but never came into serial production. The technical effort of the highly qualified VW engineer and the cost would have been too high (over 8,000 Marks for the Cabriolet). Although the literature had been printed and customers were waiting, the VW management announced the cancellation of the car. "The few interested customers and the high expenditure are not affordable," said the VW spokesperson on February 17, 1963, two years after the first advertisements for the car. Nobody knows how many of these types of vehicles were built. Some experts say about twelve four-seater convertibles (Type 351) and seventeen Karmann Ghia convertibles (Type 353). Some others say only two and four samples respectively.

On September 1, 1961, the "big Karmann Ghia" went into serial production. Six hundred cars were sold in the first year. The height of production was achieved in 1962 when exactly 8548 coupes left the halls of the Osnabrueck plant. Through 1969, 42,505 coachworks were put over the chassis of the Type 3. By comparison, in the same period of time, from 1961 to 1969, 180,000 small Ghia coupes were built (the convertible version excluded). Another reason for the disappointing number of cars sold was the missing American market and, paradoxically, the edge. Technically, the coupe had everything in common with the VW 1500 because similar changes had been made. The most significant difference from the Bug was the strong 45 horsepower engine. First, a Solex carburetor provided for the correct mixture. In 1963 followed the 1500 S with one carburetor per cylinder bank. Synchronizing the two Solex 32 PDSIT carburetors became an insurmountable hurdle for some workshops. In addition, gas consumption was at times unusually high. The coupe was available from August 1965 with 1600 ccm and used regular gasoline. In the front axle area, the Beetle-type clevis pins disappeared and were replaced with ball joints. A torsion bar stabilizer was also added. According to the advertisements at that time, a special type of suspension construction made the car smooth and gave it a quiet driving pleasure without any vibration.

"How does a car drive so differently than what it seems to be? It is not a sports car, and behind the attractive appearance is nothing but a two-seater coupe." Author Olaf von Fersen offered this critique. All in all, the car had not done so badly in tests. The expert, Reinhard Seiffert, gave the car a pretty good review: "Unfortunately, the steering is a little too neutral and boring. The bad wind sensibility also affects the reviewers opinion, especially with regard to travel on the autobahns. The gears change extremely smoothly and give the car a balance and driving feel like that of a Porsche, aside from the better appearance and, of course, less engine power." The cockpit is almost the same as in the sedan. Three instrument fields give the driver the needed information about speed, gasoline, and time. The first cockpits were painted in the same color as the vehicle. Beginning with 1967, a brown wood instrument panel (imitation wood) decorated the driver’s space with a representation of an old luxury. A remarkable electric sunroof was available (for a surcharge of 750 Marks) which made summer travels very pleasant. The Karmann Ghia had a comfortably padded seat arrangement and plenty of space for luggage. The trunk in the front of the car had 200 litres; the back contained 120 more litres. In the eight years of production, only a few things changed. Front disc brakes became available in 1965 and an automatic version appeared in 1967.

The question yet remains, "Who is the sporty coupe for?" As mentioned before, the whole structure was more masculine. Thus, an auto for the gentleman? However, the elegant roofline and attention to detail spoke more to the woman with taste. Thus, an auto for the woman? The truth was actually somewhere in between. This car was obviously not made for the big family with an initial 8750 Marks and later 9145 Marks price tag. It was an ideal second car for a small, sport-oriented family. VW itself prevented good sales by manufacturing the Type14 Coupe also with a durable engine and almost the same driving quality as the "big brother." Something had to give with two almost equally strong products which addressed themselves to the same clientele. In 1966, sales dropped back to 50 per cent and decreased further. There were only 2819 vehicles sold finally, and the end came for the Type 34 in the summer of 1969. The shadow of the small one was extensive. At this point in time, the successor was already waiting for the chance, the VW Porsche 914, also manufactured in Osnabrueck. It connected what was missing in the Karmann Ghia: a sporty look and a more sporty engine. Does the question remain: which Karmann was more beautiful? That depends on individual taste. In the end, the big one is much more rare.

Text: Juergen Goessling

Photos: Andreas Beyer

(We wish to thank Wilhelm Karmann GmbH and particularly Hilla Knipper, Karin Schlesiger and Heinrich Breford for their friendly support.)

 Current Market Values

This table provides trade values of the automobiles when the article was published. The numbers come from "Classic-Data" and were the latest available at the time of publication in June, 1997. These represent averages which can differ somewhat in reality. Some cars with the grade A+ can be worth much more than the amount given in the table, based on the quality of the car. Values are shown in Deutsch Marks.

Grade (See Legend Below)

Grade:

• A+: Excellent condition. All original. No technical or structural needs. Vehicle is absolutely outstanding. Like new. Very rare.

• A: Good condition. Original or well restored without needs but some evidence of usage. No missing or extra added parts.

• B: Used. Normal evidence of age. Some needs but ready to be driven. No rust. No immediate work needed. Not pretty, but usable.

• C: Bad condition. Maybe partially restored. Not ready to drive. Immediate work necessary. Some rust. Several small items missing or defective, but all needs simple to repair.

• D: Must be restored. Not ready to drive. Partially bad repairs and/or completely modified. Large investment necessary, but restorable. Missing parts.

From Registry Member Steve Odom:

This article and Current Values Chart are the result of a joint effort from at least four people. It all started when my good friend from Munich, Germany, Ulf Reissberg, was in Memphis, Tennessee, on business back in October of last year. I drove to Memphis to spend the day with him and talk about our T34’s and other interests. To my great delight, he brought Ghia gifts with him! Part of the gifts was a collection of Oldtimer Markt magazines with feature articles on the T34. The most recent article from the June 1997 issue was the one I was most interested in because of its extensive length and the current values chart. I immediately began the long and tedious journey towards translation.

I am a high school English teacher and have the privilege of working with German exchange students every year. This school year I have an outstanding student from Berlin named Alexander Drescher who knows English better than most of my students! He agreed to translate the article for me, but ran into the usual translation headaches. He did an excellent job, but left out significant portions of the article with technical language he could not translate. I used the Systran website to finish up the translation and spent an inordinate number of hours cleaning up Alex’s translation and the Systran translation so that it would be readable English. My wife, a CPA and computer wiz, did the current values chart. Everyone enjoy!