Date: Fri, 3 May 2002 12:57:18 +0200
Reply-To: Helmut.Zeidler@NOKIA.COM
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: Helmut Zeidler <Helmut.Zeidler@NOKIA.COM>
Subject: Vanagon Production discontinued in South Africa
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The VW Kombi - something of a South African cultural asset
Mention the word "Kombi" to any South African over the age of thirty years
and he (or she) will immediately know exactly what you are talking about: A
Volkswagen bus with a rear-mounted engine and seating for eight or more
passengers.
The very first Kombi in South Africa, a gift to a German malaria researcher
who had to traverse Central Africa, landed in Cape Town in December 1952.
Soon afterwards, a second one, fitted out as a hunting vehicle/camper for
the "father " of Volkswagen of South Africa, Baron Klaus von Oertzen, made
its appearance in Port Elizabeth. Both these vehicles were tested to the
utmost by their owners across virtually impassable terrain.
The arrival in Cape Town soon afterwards of several VW Kombi's on
trans-African expeditions from Europe must have been further cause for
SAMAD, the assemblers and distributors of Volkswagens at the time, to decide
to assemble and market the Kombi locally.
In 1955 the first Kombi's (The T1 range, officially named the Transporter or
Bus by Volkswagen) left the assembly line at Uitenhage; some of the first
consignments were sent to Namibia by rail. Due to the Kombi's excellent
ground-clearance and superb suspension it was by then the vehicle for the
bad corrugated gravel and sandy roads of the region during the fifties.
These qualities of the Kombi also led to the decision of the Union Defence
Force (Army) to buy Volkswagens on a large scale. As early as 1957 the
Defence Force purchased Beetles and this was followed in 1959 by a £80 000
(R160 000) order for Kombi's. Apart from 50 Beetles and 40 standard Kombi's
the contract also provided for 20 ambulances and 2 fire-fighting vehicles.
These Kombi's, in military olive-green with white tops contrasted sharply
with the standard Grey-blue/white finish of the locally assembled Kombi's.
The price of the Kombi in 1956 - £674 (R1 348) - made it highly competitive;
the small DKW station wagon was much more expensive at £730 (R1 460). The
price of the VW sedan of the same year was £569 (R1 138) while the DKW sedan
was sold at £700 (R1 400). The price of the imported VW ambulance amounted
to £1 025 (R2 050).
Not all Kombi's were assembled at Uitenhage; the Westphalia camper edition
and luxury Samba model (with 20 windows/panes and sunroof - all in
red-and-black finish), as well as the ambulances, were imported directly
from Germany.
In 1956, Ben Pon, the Dutch Volkswagen dealer, who could be regarded as the
"architect" of the Kombi, visited South Africa as the guest of Baron von
Oertzen. Being keen hunters they conducted several hunting trips in Von
Oertzen's "Jagdwagen" Kombi (which is still being maintained by Volkswagen
of South Africa).
Very soon the Kombi's were joined by the VW bakkie and in 1959 Volkswagen
marketed the first double-cab vehicle in South Africa at £819 (R1 638); in
Afrikaans very aptly called "Dubbeldoor" - referring to the double yolks
found in freak eggs.
The direction of the stream of travellers who crossed Africa from North to
South changed in 1960 when a group of South Africans undertook an overland
journey to Norway in a South African manufactured Kombi. This was followed
in 1962 by a group of Stellenbosch students who travelled to Ethiopia and
back in their Kombi - and who had their VW service book in stead of their
passports stamped at the northernmost border post!
In 1968 the T1 range was replaced by the more modern T2 range, which was
fitted with the more powerful 1600 cc engine from the outset. The range of
commercial vehicles included the standard Kombi, the more luxurious model -
the Clipper, a double-cab, panel van and Westphalia (camper) models.
To prove that the new Kombi's were, if anything, as good as their
predecessors, VW's Public Relations Officer, Ronnie Kruger, invited a group
of journalists on a trip over the Sani Pass and a weekend in The Hell
(Gamkaskloof). Although these Kombi's were fitted with limited-slip
differentials, the special equipment was not really necessary as they could
tackle the inhospitable terrain as easily as their predecessors.
At a distance the T2 Kombi, now officially called the Microbus, could be
distinguished from its predecessors by the new grey-and-white colour scheme;
other colours were available, but only on request. Soon afterwards a
1,7-litre model was introduced, followed by a 1,8-litre and eventually, in
the late 1970's, by a two litre engine. Only cosmetic changes such as larger
indicator and tail lights and a smaller VW emblem differentiated the 1968
and the 1979 models. Improvements, which were made, were not visible to the
naked eye.
In 1975 the Type One Kombi made a short-lived re-appearance on the local
scene when a number of these vehicles were imported from Brazil and marketed
as the Fleetline. These models were, however, fitted with the more powerful
1600 cc engine. A unique economy model also available was a combination of
the T1 and T2: A Kombi with the nose of the T2 and the body of the T1.
The new-generation T3 range appeared on the local market in 1980. It was
still fitted with the proven air-cooled unit but coil springs replaced the
torsion bar suspension. A mock grill was added to give the Kombi the same
appearance as the Golf, but the basic layout remained the same. The more
angular - but at the same time more streamlined design - enlarged the usable
space inside the Kombi.
The Westphalia camper models were not imported any more but CI Caravans
locally built a camper model that compared favourably with the German model
in all aspects - and offered more space.
In 1983 the air-cooled 2-litre engine of the T3 was replaced by the more
powerful and more economical 1,9-litre water-cooled power unit - which in
turn was replaced by the 2,1-litre fuel-injection engine in 1986.
The four-wheel-drive Syncro made its appearance in 1989 and for the first
time a group of eight grownups could brave impassable roads in luxury and
space. Many outdoor fans found in the Syncro the space (and comfort) they
found lacking in double-cab 4X4 bakkies. Several emergency and rescue
agencies acquired Syncro's and these are still in use - despite their age
and high mileage.
Although the flat-four engines were reliable the need for a conventional
in-line engine still existed. The Audi 5-cylinder engine was adapted to suit
the Microbus and in 1991 the 2,5-litre Microbus arrived on the local scene.
Further development led to the well-known 2,3 and 2,6 buses.
A more affordable model, fitted with the very dependable and economic
1,8-litre Golf engine, completed the range. Inadequate power output in
Highveld conditions led to the 1,8 Volksiebus being withdrawn from the
market and being replaced by the 2,3 model. At sea level where loss of power
is less, these buses - as well as the Syncro - are still highly sought after
on the second-hand market.
The new-generation, front-wheel-drive T4 bus has a long and
rich-in-tradition series of predecessors that left their mark on South
African society. A new, typical African industry developed from this type of
vehicle - the taxi trade - still being referred to as "Kombi Taxis". This
phenomenon washed over to all the neighbouring states.
Even with the new type of bus-taxis envisaged by the South African
government, the concept of Kombi taxis shall remain - even though relatively
few VW Kombi's are utilised as such. The VW Kombi is primarily a family
vehicle rather than a commercial one.
It is especially adventurous and outdoor people who will remember the VW
Kombi as a cult(-ural) vehicle. A youth leader recently said that the
requisite to become a successful Boy Scout or Voortrekker leader is that
"he must be adventurous, a bit crazy - and own a VW Kombi"!
The Kombi is as much part of South African culture as David Kramer's songs,
braaivleis and biltong.
Text is sent by Tom, South Africa.
Regards
Helmut
'80 Vanagaudi