(first posted 11/28/2011, revised 6/6/2015, and 4/6/2024) Trying to maintain some objectivity about significant cars from one’s younger years is difficult. Yes, the Beetle is practically my alter-ego; my oldest memories ever were made in one. I’ve written up several, trying to stick to the historical facts as much as possible: probing the origins of the Beetle back to 1903, the Beetle’s emergence out of the ashes of WW2, Volkswagen’s meteoric growth in the US during the 1950s. and then the decline of the Beetle.
In between those last two eras, the Beetle had its glory years, selling close to half-million per year to eager American buyers. The 1966 VW 1300 had a number of unique qualities that alone make it a worthy topic, including the fact that it was sold in the US only that year, unlike in Europe, where the 1300 became the best selling version for many more years.
Then there’s also the personal experience: my brother owned a white ’66 1300 for a number of years, and it played an important role in my appreciation of that particular car and model year, as well as the choice of my future cars (two Beetles). So when I say “The Best Beetle Of Them All”, it could be applied both subjectively and objectively. I’m going to swing for a double; you be the judge.
Which one to start with? Facts always trump fiction memories, right? To talk about the unique qualities of the ’66 to someone not familiar with the subtle but often significant annual evolution of the Beetle is obviously a deep dive into the VW arcane. I’ll try to keep it simple; that’s the VW way, right?
The VW’s air-cooled boxer four went through numerous steps in its evolution, in order to keep the Beetle up with ever-faster traffic. The original specs as fleshed out on a napkin over lunch by Porsche and Hitler called for a top speed of 100 km/h (62 mph) for Germany’s new Autobahn. 100 km/h was a big deal at the time; no low priced cars could achieve that, never mind do continuously. The calculations determined that it would require some 22 (DIN/net) hp.
The original 1938 KdF Wagen had a 985cc engine to generate that required power at some 2900 rpm, with a 5.8 to 1 compression ratio; don’t ask how long it took to get to that speed. But once it get there, it could do it for hours on end, as long as no hills got in the way.
The postwar Beetle adopted the slightly larger 1100cc engine developed for the military Kübelwagen, which made 25 (DIN/net) hp, or 30 in the old US gross rating. That’s what powered the Beetles up until the 1954 model year, when the bigger 1200cc engine arrived.
Rated at 36 (gross) 30 (DIN/net) hp, the Beetle now had a top speed of exactly 68 mph. And in 1961, the power of the 1200 was bumped to 40/34 hp, and top speed went to 72 mph. During the Beetle’s ascendency, the 36 and 40 hp 1200 was the only game in town, except for the twin-carb tuners or those that just dropped a Porsche engine into one.
Keep in mind that the VW was a popular car with the import/sports car set in the fifties. Paul Newman cut his teeth on a VW1200, and later drove a Porsche-powered convertible (above). That is exactly how I’d like my next Beetle, thank you! I saw that picture forty-five years ago, and it’s never lost its effect.
Those in the know knew a budget Porsche when they saw one. And its ability to get to races, avoid a DNF, and drive home again was appreciated; even if you weren’t actually racing it.
Driven properly (flat out), the VW 1200 could keep up with American traffic, mostly. But the mid sixties were the golden years of the horsepower wars, and VW finally relented.
The 1966 1300 had by far the biggest one-time jump in power, a whopping 25% jump, from 40 hp to 50! (34 to 44 DIN/net) Wow; ten additional ponies; we couldn’t believe it. That was suddenly good for a solid 78-80 mph top speed. And acceleration was dramatically improved; 0 – 50 now came in only 14.5 seconds, and 0-60 in about 22. By today’s standards, that’s laughable. But it was quite close to what a 1960 Falcon did, with twice the engine (2.4 L) and almost twice the horsepower (90). Another way to look at it was that the new 1300 had the exact same horsepower that the Porsche 356 1300 did just about a decade earlier.
How were those ten new ponies coaxed out of the Beetle’s engine? A 0.2″ (5mm) longer stroke, a new cylinder head with bigger intake valves, a bump in compression ratio from 7.0 to 7.3, and a larger carburetor. It’s still a bit curious that such fairly minor changes resulted in a 25% increase in power. But it did, and those extra ten ponies were very palpable when driving it. The 1300 had some genuine enthusiasm when revved to its new higher limit; the 1200 was always just barely adequate.
OK, before you VW fans jump on me and point out that the very next year the 1500 motor was introduced with 53 hp, and by 1970, the 1600 twin port hit the power zenith with 60 hp, here’s the key difference: gearing, and engine tuning. The 1300 used the 1200’s lower (higher numerical) axle gearing, but the engine had a big jump in peak power rpm, from 3900 (1200) to 4600 (1300).
The 1500/1600s all used a substantially taller final gearing, and these motors were tuned for torque, and reverted to a lower 4200 rpm power peak. The 1500/1600s were great for lazy American drivers, but with its tighter gearing and rev-happier motor, the 1300 could still accelerate about as fast, if not faster. It was the only VW engine tuned for higher rpm and a sportier power band, and had the gearing to take advantage of it. That meant a bit more noise at speed, but the lively feel of the 1300 was unique to all Beetles ever built.
The 1500 and 1600s also caused a not-insignificant reduction in fuel economy, dropping to the 25 mpg range. This is the primary reason the 1300 engine continued to be the preferred one in Europe where there was a choice between the 1200, 1300 and 1500/1600 for a number of years. The 1300 hit the sweet spot between performance and economy.
A 1966 Popular Science comparison of the 1300 against the Opel Kadett and Simca 1000 gives the VW the nod on the acceleration tests. Now that didn’t happen often. Of course, the VW’s oversteering tendencies were duly noted, but what else was new? Admittedly, the wider rear track (1967) and a double-jointed rear axle (1969) that came along later resolved that to substantial extents. But for Beetle purists, the ugly big bumpers, padded interior, and smog controls made these later Beetles lesser in their/my eyes. It was hard enough getting used to the much bigger glass area that came along in 1965.
So hopefully, I’ve inundated you with enough facts about the 1300’s unique and estimable place in VW history. Now for the memories. Actually, I’m going to some facts here too, because they have a lot to do with understanding the Beetle’s popularity at the time.
My older brother’s failed experiment with a 1957 MGA ended with it being hauled off to the junk yard. Something drastically different was called for. It arrived in the winter of 1968 in the form of a white ’66 1300, acquired for the not insignificant price of $900 ($5700 adjusted) from a private seller. Given that it had cost $1585 new, that was a hefty 57% of its original rice, for a three year old car. Based on this ad, my brother got a good deal, as the official Used Car Guide had it at $1155, and much higher than US-Built compacts and intermediates, like that Buick Special and Olds F-85. The VW had by far the highest residual of any three-year old car in America then.
But it was well worth it. To start with, it looked like new; everywhere. The VW Beetle may have had shortcomings that its detractors will readily point out, but the quality of its materials and construction ain’t gonna be one of them. It was built like a German ziegelscheisshaus. The contrast to the 1965 Opel Kadett my father decided to get rid of after three years was startling. The Kadett’s paper-thin doors actually bent outwards at the top at highway speeds, opening up a gap you could see light through. The VeeDubs doors were like a bank vault’s in comparison. That pretty much went for the whole car.
I made many happy memories in “Oscar”, especially the summer of 1972 when my brother left it in my hands while he hitchhiked around Europe. Let’s just say I made several runs up and down the East Coast that summer, chasing girls who were on their summer vacations at various beach towns. Never mind some back roads “races” with cars that had several times the horsepower. Even if I lost, the effort was well worth it. I was a bit embarrassed by how much the odometer had moved forward in just one summer. Not that the VW minded, and thankfully, neither did my brother.
That car ran flawlessly for a number of more years, accumulating significant mileage. He finally sold it to a girl we both knew in Iowa City. It was 1973, and as I remember it, he sold it for not much less than what he paid for it, or something close to that. His ownership costs for those four years were peanuts, depreciation being the biggest determinant of the total cost of driving. By then, it was eight years old, and pushing 100k miles. And except for a new clutch I helped him put in for the new buyer, it was still in very rude health. With a bit of spit and polish, that indestructible VW enamel paint still looked as deep as a well. His cost of driving it those years: very little indeed. It was a lesson that I took to heart.
I borrowed it from the new owner a couple of times, including possibly the hairiest drive ever, to Madison WI and back, in a winter ice-rain storm. The old narrow 1920s era highway was built with curbs, a practice that was long ago abandoned. These curbs were unlike today’s, in that they had a rounded cross-section at the bottom and top. Anyway, coming back at night, in that ice-rain storm, I repeatedly used that curb like the bumpers on a bowling alley, especially on curves. If it hadn’t been for them, and perhaps the VW’s large 15″ wheels, I would have ended up in the ditch several times, not like that’s possible. Maybe that’s why they were built them like that in the first place? But it’s indelible memories like that that not only make you appreciate the car you’re driving, perhaps beyond what it deserves.
VWs were the Toyotas of their time, which explains a lot. No, they weren’t perfect, and the engines didn’t last as long as cars do now. A properly maintained factory Beetle engine was good for about 100-125k or more miles or so. Swapping in a rebuilt engine was a very quick job done without any major lifts or hoists, in a couple of hours. The quality of the rebuilt engine made all the difference. If you were doing it for the first time, on your kitchen table, trying to make sense of the directions in John Muir’s “How To Keep Your Volkswagen Alive”, and using cheap parts, you might be lucky to get 25 to 40k miles out of it or so. Not everyone was cut out for that.
This ’66 has been around campus for a couple of years, and needless to say, always makes me want to check what decade it currently is; it takes me back instantly. It’s got a few dings on the fenders, but as we all know, VW fenders are easily replaced with a few bolts. Other than that, it looks to be ready for another half century. Just needs some polish to make that perlweiss paint glisten again.
Speaking of John Muir, his favorite VW ever was also the ’66. In his esteemed words: “The 1966 Beetle is my personal favorite. The 1300 engine was powerful, frugal on gas, and could wail at high RPM all day if asked. This is an excellent collectable that can double as a daily driver, strong and well constructed“. I should have just started with that, and called it good. Sometimes less is more, like the VW.
Related CC Reading:
Curbside Classic: 1946 Volkswagen 1100 (Type 11): The Beetle Crawls Out Of The Rubble
Curbside Classic: 1957 VW 1200 – The Beetle Takes America By Sturm
Curbside Classic: 1971 VW Super Beetle: 1971 Small Car Comparison No. 5
my first car and 1964 Beatle with all the options… radio, cigarette lighter and the metal sunroof (almost always open). the car was so tight the it actually floated (briefly) off the beach at a frat party. i won $25 in bets. took a few strong guys to get the rear end back on shore. had to wait an hour to dry out and off we went driving it home. the tightness lead us to figure out it was the best place to smoke dope because the smoke just stayed in the car. the second hand smoke enable five guys (a little tight all in the car) to only need one joint to get nicely stoned.
another modification of note; take the spare tire out of the front trunk and you have a perfect place for ice and a minni keg. then take the hose attached to the windshield washer reservoir and attach it to the keg (duct tape works well and tape the keg button down) then take the other end of the hose off the squitter thingy and run it out the ashtray into the car. staying hydrated simply requited a cup under the hose; press the windshield button and there you had a cold beer while on the long road trip. i am not sure how many laws we broke; but these were the old days when you got points for creativity. and believe it or not i went to school in the south where drinking and driving was the norm.
FYI i have reformed (gotten old) and no longer participate in such activities
I had a 1966 1300, my girl friend had a 1965 1200, the 1300 would cruise “easily” at 75mph, the 1200 struggled to get there. After rebuiding at 106,000 and switching to an extractor exhaust, it would approach 90 mph on a good day.
What is the source of the Muir quote on the ’66 VW? I have several printings of his magnum opus and they don’t have that one I think. Was interested in this thread to learn why the ’66 had the flat hubcaps.
I can’t remember now; it’s been ten years since I wrote this. But I didn’t make it up.
In ’66 the new ball joint front suspension also had different hubs that didn’t stick out as far, which allowed for flatter hubcaps. The reality is that those older style hubcaps all too often got dinged by a curb, as they stuck out a bit.
Thanks for the reply. A point I rarely see noted about VW build quality is in the paint jobs of the mid-50s cars. When those cars were newish the paint looked like it was three-quarters of an inch thick. I was particularly taken by a terracotta or cinnamon shade fairly common on these.
Got my used ’66 in USAF in Anchorage, AK & it was a champ w/snow tires & engine weight over the rear wheels. I made enough rank for them to ship it to Seattle when I was discharged and I hit the road on my way to MIAMI! About 200 mi. out the engine started clattering but, I was coming up on a town so, I coasted down the off ramp into a service station who said “we don’t know nothin’ ’bout VW’s……but, the guy on the next corner specializes in them”. I clattered another block, the guy says “You’ve thrown a rod & rebuild’s $600.” I said “Wanna buy a car?” He then said “I’ve got an idea. See that car over there? I’ve been meaning to soup it up but, been hesitating to tear apart a perfectly good engine. Help me swap the engine and it’ll be $300″……….It was a piece of cake & 2 hours later I was back on the road. 5 days from Seattle to Miami and it kept up pretty with the rest of the traffic thanks to the 1300 engine but, I did have to chug over the Continental Divide in the Rockies because of the thin air and incline, though. Regular heater, of course, sucked in AK but, previous owner had installed a special VW gasoline furnace in the trunk and after warming up the the interior, afterward the regular heater could keep up…..Amusingly though, furnace sounded like fighter jets on the base when they kicked in the afterburner (& cut my mpg in 1/2). LOL! Car ran like a champ until I sold it 5 years later.
HI, Great writeup. The 1300 Beetle had a 4.375 final drive and the 1500 Beetles had 4.1. The difference in hp between the 1300 and 1500 Beetles was not much.
So the 1300 Beetle did seem sprightly. And has been said, the 1300 motor was built for slightly higher revs. I have a 1300 Beetle and crated up the original engine as it is a matching numbers car. I have run a 1679cc motor with the 1300 gearbox and it is reeaal sporty.
I had several Bugs and Busses back then, so I do have some history. 1300s were good, known for being able to wind them out, but for best car I’ve got to go with 67s. The 12V electrical system was such an improvement it overwhelmingly tilts the scale. Then 68-70 had the reputation for pulling head studs reportedly due to too much magnesium in the mix with aluminum in the case casting. So again it goes back to 67 as the premier vintage.
Haven’t been in one since the 70’s, but I’d love to drive one again. Not to own, just to drive for a few miles, just to remember what they were like. Not fast of course, but they could keep up with traffic, it moved slower back then, and they did go thru the gears well, pulling relatively well in the first 2, sort of ok in 3rd, then… But at least getting underway they felt ok due to torque and gearing. Carrying that to an extreme I knew a girl in England with a Honda 360. Rode in it and it felt ok, she went thru the gears just fine, 1, 2, 3 and 4, felt like it pulled fine. Except we were only doing 25MPH!
I’ve seen this post several times before, but I really relate to it at the moment. I really miss having a Beetle.
I’ve had or experienced many Beetles, and in the spring of ’75 I had an elderly, mildly modded Java Green ’66. Other than an “extractor” exhaust, the engine was stock, and this car scooted right up the hill to Cal State Hayward like none of the later models I owned. I had to beat the tar out of my ’71 Super Beetle to climb Harder Rd at anywhere near the speed the ’66 made, which is when I realized that the final drive had been changed in the newer cars. Though I owned the ’66 only briefly, I still recall crossing the Bay Bridge to SF and back one night with the sunroof open on a date – a pleasant memory.
What’s my favorite year? I loved them all. The ’66 with it’s shorter final drive, my parents ’67 that I learned to drive on, my 1600 dual port ’71, the ’73 Sports Bug, any special edition ’74, my fuel injected ’75. They were all fun.
There’s a clean African Red ’74 Beetle on BaT right now, so tempting…
Always been most cynical about Beetles, because riding in them as a kid they were stinky and cramped, and as a new-ish driver, the two swing axle-era ones I drove were stinky and cramped but then scared my pants a new – if partial and area-limited – color by falling all over the road around corners.
But all credit to CC itself, I have learnt much, and moderated my thinking over the years, this article being just one part of that. The damn things were a fine piece of design, I must concede: to wit, the photo of the ’30’s engine bay shows exceptional engineering finesse. Almost as if someone really bright designed it…
All that said in praise of the old, my later frequent drives of a Superbug may as well have been of a different car, and, perhaps, the car the (honorary) Dr Porsche might have put together himself much earlier had he been alive. Sure, underpowered and cramped (and still stinky) by any competitive standards, by man, did it handle! Absolute ripper of a car.
“After 3 years, the car that cost the least, costs the most.” The Valiant is conspicuous by its absence in that add. Surely, the 1966 Valiant had a fantastic reputation as a used car, 1966 and 1967 having been a rare blip when Chrysler was doing the best job of assembling their generally superior designs. That the Corvair was worth about two-thirds as much as a Chevy II points to a reason for GM to let it falter on the market.
Dad’s brother bought a ’66 in Germany in the spring of ’66 with his company’s transportation allowance when he was temporarily transferred there and paid the shipping to get it home to the States at the end of the year. Tax-wise it was a used car and that made it cheaper than renting something for the year. Dad bought it six months later.
By August of 1969 it had 10,000 miles and the clutch failed on my way home from my summer job just before heading back to school. Dad was livid and accused me of hot- rodding it. Took it to the local aftermarket VW specialist, Hans. He was a former Luftwaffe pilot and Dad was US Air Force B24 pilot. They got along quite well. Hans came to my rescue. He told Dad that I must have been the best teenage driver on the planet because I got 10K out of it. Hans said VW didn’t beef up the clutch when they bumped the motor up to 1300 and most of the early ’66 factory clutches never made it past 6K.
I got an apology from Dad and he retold the story as often as he had the opportunity.