VW T2 Bulli

The Bulli is called in the factory jargon type 2, because the beetle was Type 1. From type 2, there are now but five generations that start fatally with T, which causes confusion: The T1 Type 2 was from 1950 the original transporter, the Type 2 T2 is the subject of this article, the Type 2 T3 is the angular successor, also with a rear engine, the T4 the first with hood and front engine and drive, and today we arrived at the T5. The T2 is differentiated even more finely because of its long construction time.
The Bulli T2 was after all a pure child of the work, a livestock for the small business. With luck, he was allowed to transport students to school or skate brothers on a club outing. The greatest was for him, however, when he came under the knife at Westfalia and plastic-veneered furniture was placed in him. Now he got travel fever. But the great majority of the T2 had to haul loads like a pen, rumble over construction sites or extend buns. And about every 50,000 kilometers he was donated to the doctor a new heart, the third cylinder, we understand his birth defect. The wage drivers usually did not like to deal with him and his weak heart in the rear. In addition, there was oxygen in the air in connection with H2O, which went to his underwear. Spars and sills crumpled silently to rust. The Bullis soon died a miserable death when they died, after perhaps having landed with a student with two left hands smoking hashish in them and making love until the entablature crunched. So it happened that the 2.93 million times in Hanover built Kastending has become quite rare today. But because it made in the US career as a squeaky, deeply venerated protest symbol, resulting from the arithmetic of affection and offer that this unadorned, maximally simple, absolutely marketing-free, prestigious and temperament-neutral Nutzvehikel with asthmatic motor and a circuit as in pudding adventurous prices is traded.
The series 1967 started as a T2a with 47 hp. The new one offered more space through larger overhangs, he had a sliding door, the noisy horror of all tent neighbors in the campsite, the windscreen was now arched, higher and throughout the entire width. But above all, the Bulli now had a trailing arm rear axle, which replaced the criminal pendulum axis of the T1. He was pretty sure he was in the curve and he was surprisingly comfortable. The brake was also modernized, she now had two circles. Other changes made him "T2a / b", "T2b" and, now only from Brazilian production.
The VW bus should be the most practical of all classic cars. Endless space, seats for up to nine people, easy to repair, trouble-free spare parts supply, a huge network of enthusiasts. However: the purchase price! For top-notch models, you'll have to pay 20,000 euros, but we're not talking yet about the Westfalia camper with fold-out roof. The most important thing when buying is the look on the body. Rust decals occur, in particular the subsoil is vulnerable, including window frames and doors. In contrast, the technique is easy to refresh; Defective engines do not have to be scared, because there is cheap replacement.
The supply of Bullis is gradually shrinking with high demand. Although T2 can still be found in companies and in private garages, many are in a shattering state. Even US returnees are now rarely recommended. Wanted are the last models of the "Silverfish" edition (1978), buses with large sunroof, Westfalia motorhomes, but also double cabins for the cult hunter.
Almost all spare parts such as engines, brakes, chassis parts, body panels are still easily available, the prices are low. Interior fittings are rather scarce, but can be imitated by good saddlers.
The main thing is, the sheet is fine, everything else can be restored at a manageable cost. Since the early T2a variants were only modified T1, we recommend the more modern T2b from 1972 with straps, disc brakes and more powerful engines. The body variant is left to the taste. The most expensive: the luxury window bus or the motorhome.