The last revision of the 356 was the 356 C introduced for the 1964 model year. It featured disc brakes all around, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp (71 kW) “SC”. Production of the 356 peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market. The company continued to sell the 356 C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more “civilized” 911.
-On loan from The Mike Malamut personal collection
In September 1961, Volkswagen introduced the VW 1500 Karmann Ghia, or Type 34, based on its new Type 3 platform. It featured Volkswagen’s new flat 1500cc engine design and styling by Italian engineer Sergio Sartorelli.
Due to model confusion with the Type 14 1500 introduced in 1967, the Type 34 was known variously as the “Der Große Karmann” (“the big Karmann”) in Germany, “Razor Edge Ghia” in the United Kingdom, or “European Ghia” (or “Type 3 Ghia” among enthusiasts) in the United States. Today the name Type 34 is recognized as the worldwide naming convention.
An electrically operated sliding steel sunroof was optional in 1962, the second automobile model in the world to have this option. The styling offered more interior and cargo room than the original Karmann Ghia. It featured an electric clock, three luggage spaces, built-in fog lights, round tail lights, upper and lower dash pads, door pads, and long padded armrests. It was the fastest production VW model of its day.
Until it was replaced by the VW-Porsche 914, it was the most expensive and luxurious passenger car VW manufactured in the 1960s — at the time costing twice as much as a Beetle in many markets. 42,505 (plus 17 prototype convertibles) were manufactured from 1962-1969.
Although the Type 34 was available in most countries, it was not offered officially in the U.S. – VW’s largest and most important export market. This was another reason for its low sales numbers. Many still made their way to the USA (most via Canada). The USA has the largest number of known Type 34s left in the world (400 of the total 1,500 to 2,000 or so remaining).
-On loan from The Mike Malamut personal collection
A one-owner car, this vehicle has been driven only 73,000 miles. It sports original paint, original interior, original motor, and has won several first place awards for its pristine condition. The car’s history is an interesting one: A favorite of the owner, his biggest joy was to drive the car into town (he was from Merced, California) after waxing and polishing his Ghia. He would frequently get stopped as individuals would plead wth him to sell the car. However, his love for his car stopped him from accepting any and all offers.
After the original owner passed away, his grandchildren realized how important the car was to him and became concerned about driving the car as they would feel terrible if it was damaged. After garaging it, they decided they would put the vehicle up for sale.
When advertising it, they found there was an extreme amount of interest. However, their biggest concern was that it be sold to the right party that would appreciate it.
When Mr. Malamut traveled to Merced to meet with them and view the vehicle, he brought with him pictures of his musuem and Volkswagen collection, accumulated over 25 years. Deciding they had found the next owner, they sold the car to the Malamut Museum, the perfect home for their grandfather’s cherished Karmenn Ghia.
Since its acquisition, the vehicle was detailed and freshened up, and has won many first place awards in All-Volkswagen shows as well as being featured in a multi-spread article in Hot VWs Magazine.
-On loan from The Mike Malamut personal collection
The Porsche 356 was the company’s first production automobile. It was a lightweight and nimble-handling rear-engine rear-wheel-drive 2-door sports car available in hardtop coupe and open configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity. The basic design of the 356 remained the same throughout its lifespan, with evolutionary, functional improvements rather than annual superficial styling changes. Nevertheless a variety of models in both coupe and convertible forms were produced from 1948 through 1965. The sunroof is a rare option that adds substantial collectability to this already sought after classic.
-On loan from The Mike Malamut personal collection
Concerned that the considerable price increase of a Type 911 with flat opposed six-cylinder powerplant over the Type 356 would cost the company sales and narrow brand appeal, Porsche executives decided to introduce a new four-cylinder entry-level model. Like the 911 (original internal factory designation “901”), the four-cylinder 912 was originally known at Zuffenhausen by a number with a zero in the middle, but the “902” designation was never used publicly.
In production form, the Type 912 combined a 911 chassis / bodyshell with the 1.6L, four-cylinder, push-rod Type 616/36 engine, based upon the Type 616/16 engine used in the Type 356SC of 1964-1965.
As production of the 356 concluded in 1965, on April 5, 1965 Porsche officially began production of the 912 coupé. Styling, performance, quality construction, reliability, and price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production. Porsche produced nearly 30,000 912 coupé units.
This particular model features original paint.
-On loan from the Mike Malamut personal collection
The last revision of the 356 was the 356 C introduced for the 1964 model year. It featured disc brakes all around, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp “SC”. Production of the 356 peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market. The company continued to sell the 356 C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more “civilized” 911.
-On loan from The Mike Malamut personal collection
The 356 originated as a coupé only 1948-1955. Over time a variety of other styles appeared, including roadster, convertible, cabriolet, and a very rare split-roof.
The basic design of the 356 remained the same throughout the end of its lifespan in 1965, with evolutionary, functional improvements rather than annual superficial styling changes.
The car was built of a unibody construction, making restoration difficult for cars that were kept in rust-prone climates. One of the most desirable collector models is the 356 “Speedster”, introduced in late 1954 after Max Hoffman advised the company that a lower-cost, somewhat spartan open-top version could sell well in the American market. With its low, raked windscreen (which could be removed for weekend racing), bucket seats and minimal folding top, the Speedster was an instant hit, especially in Southern California.
-On loan from The Mike Malamut personal collection
The first roadworthy model bearing the Porsche name was the 356. Introduced in 1948, it underwent continuous development during the production run. Production of the 356 finally ended in 1965. By production’s end, the car had come a long way. Engine output more than doubled, from 40hp in the early cars to just under 100hp in the final examples. The ultimate development from these years was the 356 C, which represented huge advances over earlier models, including the adoption of disc brakes. They were available in several configurations as both coupes and cabriolets, and with several motors.
This particular car has taken part in two international rallies since we have owned it: The Peninsula Tokyo Rally in Japan and the Holy Land 1000 in Israel.
-On loan from The Mike Malamut personal collection
The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356. The new car made its public debut at the 1963 Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt Motor Show.
It was initially designated as the “Porsche 901”, after its internal project number. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. It went on sale in 1964.
The earliest editions of the 911 had an air-cooled, rear-mounted, 2.0L (1991 cc) 130 PS flat-6 “boxer” engine, similar to the 356’s four-cylinder 1.6L unit. It was mated to a five-speed manual “Type 901” transmission. The car had 2+2 seating, though the rear are very small, also like the 356. The styling was largely by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche.
This car is an unrestored example with original paint.
-On loan from The Mike Malamut personal collection
Restored in 1985, this ranked as the most expensive restoration of its time at $20,000 (as per Hot VW Magazine).
-On loan from The Mike Malamut personal collection
The 356 was created by Ferdinand “Ferry” Porsche (son of Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Sr. had designed), the 356 is a four-cylinder, air-cooled, rear-engine, rear-wheel drive car with unitized pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda. Certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen.
Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. “…I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun.
In late 1955, with numerous small but significant changes, the 356 A was introduced. Its internal factory designation, “Type 1”, gave rise to its nickname “T1” among enthusiasts. In the US 1,200 early 356s had been badged as the “Continental” and then a further 156 from autumn 1955 to January 1956 as an even rarer T1 “European” variant after which it reverted to its numerical 356 designation. In early 1957 a second revision of the 356 A was produced, known as Type 2 (or T2). Production of the Speedster peaked at 1,171 cars in 1957 and then started to decline.
-On loan from The Mike Malamut personal collection
From the earliest, 1100 cc Gmünd beginnings, the overall shape of the Porsche 356 remained more or less set. In late 1954 Max Hoffman, the sole US importer of Porsches, convinced Porsche to build a stripped down roadster version with minimal equipment and a cut-down windscreen. Towards the end of the original 356’s time (in 1955, when the 356 A was about to be introduced) Hoffman, wanting a model name rather than just a number got the factory to use the name “Continental” which was applied mostly to cars sold in the United States. Ford, makers of the Lincoln Continental, sued. This name was used only in 1955 and today this version is especially valued.
-On loan from The Mike Malamut personal collection
The Carrera 2 was surely one of the highest quality, exceptionally roadworthy GT cars of its day. The Carrera engine was the ultimate development of the Porsche 356 power plant. However, while its four overhead cams, dual ignition, and internal gear systems yielded impressive power, the engines were complicated, challenging to tune, and not particularly happy running at low RPM. This car is displayed as delivered from the factory in May 1963.
-On loan from The Mike Malamut personal collection
With a four-speed, fully synchro transmission, this vehicle has a six-cylinder overhead cam engine and original brown leather interior.
While working his way through college, Mr. Malamut became quite fascinated with German automobiles. Working at a VW/Porsche dealership, he enjoyed using his spare time collecting and repairing many lines of German cars. Quickly, an appreciation for the quality of Mercedes cars was formed.
In the next decade, he attended an auto show at Fashion Island in Newport Beach where he saw a beautiful 220 Cabrolet A where he saw a car similar to this one that was meticulously restored and shown by its owner, Jim Weins. After talking with Jim, he told him how much he loved the car. Naturally, it wasn’t for sale.
Mr. Malamut then searched for several years and found that purchasing a nicely restored Cabrolet A was beyond the budget. Upon scanning various periodicals, he found an ad where a seller was selling two identical 1953 Cab A vehicles that were mainly parts. One had the beginnings of a restoration where the frame was stripped and painted. The other was just piles of parts.
He purchased the two parts vehicles for $6,000. At the time, Autoland was ten-years-old. He also owned a Volkswagen dealership. After taking two repair bays and parking the parts cars there, he hired a couple of restorers from the east coast to help with the restoration. They spend a year sorting out the best of the parts from the two cars with the mission of making one good car out of the two. The process began with a total ground up restoration.
The parts were sorted (in particular, the chrome), and picked the best pieces for rechroming. Having never painted a complete car, Mr. Malamut decided he would like to tackle this feat with this one. The car, in pieces, but after the assistants prepped the various parts, he sprayed them one-on-one in a makeshift spray booth that built with 2 X 4s as framing and plastic sheathing as walls. He would wet down the floors and spray three to four coats of beige Mercedes lacquer. Then, they would color sand and buff each panel. It was a daunting task, but car started to come to life once their was paint on the various surfaces.
As the Mercedes inter support of this vintage are made out of wood, they then were perplexed by how to handle this task and none of the crew had experience with major woodworking. Mr. Malamut had raw oak stock from the previous owner, using it to create replacement pieces with the raw stock. It was quite difficult as the restoration fell to a standstill.
Then one day, one of the car detailers of Mexican descent, sensing his frustration, approached Mr. Malamut and said, “Let me help you. I can make the wood for you.” He replied, “You have cars to wash,” and sent him on his way. They continued to move forward with continued frustration.
Soon, it dawned on him, he seemed sincere; maybe he knows how to work with wood. Calling him over, he asked him to say more about his woodworking abilities. He said that when he lived in Mexico, he worked in a furniture shop, and his job was to build furniture.
Mr. Malamut apologized, and asked if he was still willing to lend a hand. In short, the man was an expert. It took him little time to shape the panels like a real artist. For this car, one has to make the inner panel first, and then tack the metal panel to the wood support before putting it in place to check the spacing of the door’s opening. Then, the outer metal panel is removed while working with the inner panel, carving it while making slight adjustments, then checking the outer panel to check the fit.
This three-month process was needed to fit the doors, top, etc. When the young man finished, the car began to take shape. All the mechanical refurbishing was done along with attachment of the doors and numerous chrome pieces. While fitting the chrome pieces, new problems arose. Some of the pieces fit well, others were too short or too long.
Scratching their heads, they couldn’t find the problem, Mr. Malamut called Jim Weims. He explained these cars were hand-built and each piece should fit the vehicle. Each piece had a number on the back. These numbers are the last two digits of the ID number of the vehicle. His suggestion was to take all the pieces from both cars and separate them by ID numbers. Then fit the pieces to the vehicle being restored with the matching ID number, and the problem would be solved.
Magically, after sorting the pieces, they all fit perfectly. They then completed the interior and top work, and the car was complete. The Mercedes was finished in 1981 and still sports its original paint job. It runs beautifully and has required only oil changes and very little maintenance through the years. Mr. Malamut reports that today, he would feel quite comfortable cruising down the freeway at 70 miles per hour.
This vehicle holds a special place in the collection as it’s one of a few that Mr. Malamut has personally brought back to life.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
This 1960 Mercedes 190B falls under the category, which many including Mercedes called the “Pontons.” Ponton, the German word for pontoon marked the style of Mercedes production cars during the nine-year period of vehicles churned out from 1953 to 1962. There are two general theories as to why this name surfaced as the indicator of these cars. The first is the body shape, as that the car’s front and rear fenders during this time resembled a pair of pontoons. Another theory is that the U-shaped bridge that connected its sub frame also resembled the bridge of a pontoon boat. Whatever the reasoning, the Ponton is revered by both Mercedes-Benz fans and car collectors. The 190B describes this particular model’s features. The ‘190’ is for the 1.9-liter straight-4 cylinder M121 engine, and the ‘b’ signifies the modifications that Mercedes put in place for their 190 model to accommodate the redesigned sub frame for their suspension unit in 1959 that lasted till 1962. Mercedes also produced a diesel variant of the 190 and 190B during this period.
-On loan from The Mike Malamut personal collection
| 1955 Mercedes-Benz 300 SL Gull Wing Coupe
A frame-off restoration done in 2000, it won Best Mercedes at the Greenwich Concourse the following year. Subsequently, it’s won top awards at various local concourses. Ever since Mr. Malamut’s boyhood years, he had always admired the beauty and lines of the 300 Gull Wing Mercedes. He’s been quoted as saying, “If I could own any car, this would be the car.” After starting to collect cars on a small scale at the age of 16, his budget allowed for cars from the newspaper or ones that needed mechanical work, most of which he repaired, later to sell, to pay bills. Later, at the age of 21, he entered the car business, and founded Autoland, a business predicated on helping credit union members purchase their new vehicles. As a sideline, Mr. Malamut opened a small classic car lot, buying and selling various models. As the business flourished, he began to assemble a small collection of classics that would form the beginnings of what the collection is today. Never forgetting his goal, Mr. Malamut continued to admire them. After selling his company in 2002, he found himself in the position to make the dream come true. At the Christie’s auction in 2004, he spotted this stunning Gull Wing. Seeing his dream car, he decided then and there that, regardless of price, he’d become an owner. He kept his hand up in there until the gavel dropped and the auctioneer announced, “Congratulations. You’re the new owner of this beautiful Gull Wing.” Mr. Malamut believes in driving his cars and not just garaging them. After being invited by Mercedes Benz to be a participant in the 2006 Colorado Grand Rally, he drove the car in 80 degree weather, in the mountains, and through snow blizzards. At times, speeds were in excess of 140 MPH. The Gull Wing, true to its design, performed flawlessly, traveling over 2,000 perfect miles. |
-On loan from The Mike Malamut personal collection
Complete with a 1964 Eriba Puck trailer, this tailing piece weighs only 500 lbs., designed for small horsepower units. The aluminum side and fiberglass top were painted to match the 23-window van.
-On loan from The Mike Malamut personal collection
The Amphicar is still the only amphibious automobile ever mass-produced for sale to the public. The power plant was the 1147 cc (69 in³) engine from the British Triumph Herald 1200 introduced by the new owners Leyland Motors Ltd. Many engines were tried in prototypes but the Triumph engine was “state of the art” in 1961 and had the necessary combination of performance, weight, cool running and reliability. Updated versions of this engine remained in production in the Triumph Spitfire until 1980. The Amphicar engine had a power output of 43 hp (32 kW) at 4750 rpm. Called the “Model 770”, the Amphicar could achieve speeds of 7 knots in the water and 70 mph (113 km/h) on land. Later versions of the engine displaced 1300cc and 1500cc and produced up to 75bhp. Some Amphicar owners have fitted these engines to improve performance.
In water as well as on land, the Amphicar steered with the front wheels making it less maneuverable than a conventional boat. They are capable of about 7MPH in water and 70+MPH on land, hence the “770” model designation. They are also very capable boats in rough waters. Two crossed the English Channel in 1968 enduring 20′ waves and gale force winds.
-Part of the Malamut Auto Museum Foundation
-Part of the Mike Malamut Personal Collection
The Brazilian-made Karmann Ghia is a slightly different car than its US and European counterparts. This significantly lesser-known, and radically different Karmann Ghia was produced exclusively in Brazil from 1972-1976 for the Brazilian market – the Karmann Ghia TC.
The Karmann Ghia TC was a “fastback” unique to the Brazilian market. The TC’s 65 HP engine came with dual carbs and disc brakes. More than 18,000 examples were built.
-Part of the Mike Malamut Personal Collection
Puma, is a Brazilian manufacturer of sports cars and small trucks that began its activities in 1963 as Lumimari.
Puma began on the tracks and a dream of the Italian designer and immigrant, naturalized in Brazil, Rino Malzoni. The dream was to design and manufacture a vehicle with a fiberglass body and mount this body on the platform of a passenger vehicle with a modified engine and suspension to perform better and add a finish compatible with a sports car. Puma used a Karmann-Ghia chassis from VW, with some modifications. They also used a 1500 cm³ rear mechanical set, also from Volkswagen.
In 1970, Puma launched its most successful car to date, the Puma GTE, (E for “Export”), a sports car to be distributed around the world. It was being sold to several countries in Europe, Asia , Africa and the American continent. The Puma GTE was an updated version of the Puma GT, having its design reformulated. Updates were made for compliance with the traffic laws of each country where it was ordered.
This particular car was the New York show car and one of 15 imported to the US in 1970.
-Part of the Mike Malamut personal collection
Rumor is that in the early 1950’s a florist went to BINZ a German coachbuilder that was synonymous for special purpose vehicles, requesting a vehicle that he could use for transporting materials, workers and plants in, but also had an area that was safe from the weather. Apparently, the single cab, which VW had in production in 1952, didn’t fit his needs. Binz’s solution was to take the Volkswagen Single cab and modify it into what is now known as the Binz double cab. Binz realized that they had a good idea in there hands and began to produce and market the double cab. They would make the conversion, upholster a rear seat that they made, and then paint the new double cab (the single cab came from Volkswagen primed). Because of its success Volkswagen contracted Binz to start making the VW double cab. Although Binz Started making the double cab Type 2s in 1953 for Volkswagen, by 1958 VW took the production of the double cab in house started making the vehicles at their own facilities. They sold for about $1800 that was about $300 more than the single cab.
-On loan from The Mike Malamut personal collection
The Volkswagen Type 3, also called the Volkswagen 1500 and later the Volkswagen 1600, was a range of small cars from German manufacturer Volkswagen (VW) introduced in 1961. They featured ponton (an enveloping coach with slightly protruding bulbous-like fenders) three-box styling (where the cars body pillar separate it into three compartments or boxes: engine, passenger and cargo) in a notchback (softened three-box look where the final “C’ pillar slopes to shorten the appearance of the protruding trunk space into what looks like a little notch). Type 3’s also featured the Karmann Ghia 1500 (also known as the Type 34 Karmann Ghia) with a coupé body and the Variant (known as the Squareback in the USA) with an estate body (the two box style that defines a station wagon or hatchback), which first followed in 1962. The Type 3s such as the Variant and the others mentioned helped diversify Volkswagen´s product range beyond its existing models, while retaining their engineering principles, notably the air-cooled engine and the rear-engine, rear-wheel drive layout.
-On loan from The Mike Malamut personal collection
With 22,000 original miles, this car remains in good shape, thanks in part to being a California car.
-On loan from The Mike Malamut personal collection
With only 36,000 original miles, this van has special significance to Mr. Malamut as it’s identical to many of those he worked on in his early days as a mechanic.
-On loan from The Mike Malamut personal collection
-Part of the Mike Malamut Personal Collection
Painted in “ceiling wax red” and chestnut, note the rare blade bumper (no overrides) on this van that was originally owned by Jim Cacorus. Inside, the interior is original, as is the engine.
-On loan from The Mike Malamut personal collection
Unbelievable but true, this van has an original 8,000 miles on it and remains unrestored, yet almost in mint condition. Originally from Pennsylvania, the car’s only owner purchased it for family outings, which happened about one time per year. He then serviced the vehicle, and placed it in the garage for use the following year. It’s a once-in-a-life find that is completely documented.
-On loan from The Mike Malamut personal collection
This rare “flip seat” model has only 46,000 miles. Drivers can charm passer-bys with a rare “ding dong” heel horn.
-On loan from The Mike Malamut personal collection
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Restored by Robert Davis of Santa Barbara, this $50,000 project was finished in 2003. With an original wood interior and painted in “mango green,” it has won “best camper” in every Volkswagen show in which it has been shown. |
-On loan from The Mike Malamut personal collection
Manufactured in late 1965, this model comes with a big back window, making it a rare car. Inside, note the original wood cabinet options, while overhead, find the flip top (as opposed to the pop top of later models). Velvet green in color, it has enjoyed a partial restoration that includes an exterior painted “velvet green.”
A symbol of the hippy and surf culture that became popular in the mid to late sixties, this popular “bus” became an icon in British and American culture. Certainly, the utilitarian functioning of this vehicle makes it suited for a trip to the beach, a picnic outting, and, of course, a good night’s sleep.
-On loan from The Mike Malamut personal collection
As they said in their advertisements, “First we paint the car, then we paint the paint.” This Volkswagen’s finish was restored to exact factory standards, with Glassurit Single-Stage Polar Silver Metallic applied in two complete applications. The result is the heavy “orange peel,” customary on brand new VW’s, the main reason so many original paint Volkswagens have survived.
This 36-horse motor has been blueprinted with N.O.S. pistons and cylinders, and fully detailed with correct carburetor, fuel pump, distributor, and all fitments. The split-case transmission has been completely rebuilt with new first through fourth gears and ring and pinion, and is detailed to the same level as the motor. The suspension has been built with all N.O.S. parts, including backing plates, spindles, torsion springs, along with all new brake components.
The interior was hand crafted by VW So-Cal legend Dave Lumeda. Using factory patterns, he built the door panels, seats, square weave carpets, Stay-fast sunroof top, and wool headliner to match the exact factory fit and finish. Correct color red vinyl and black piping was sourced and all padding and stitching replicates the factory appearance. The gray German square weave carpets have specially dyed welting.
-On loan from The Mike Malamut personal collection
This very rare vehicle, originally restored by Dr. Richard Christiansen, has won first in class at every show it has attended. Once owned by “Shakey Jake” Babbit, it was purchased from an Arizona collector Bob Everts. The 18-month restoration included an imron black and cream paint combo, leather upholstery, Telefunker Radio, locking glove box doors, 16″ wheels, and comes with the original tool kit.
-On loan from The Mike Malamut personal collection
The VW Type 128 Schwimmwagen (literally Floating/Swimming Car) were amphibious four-wheel drive off-roaders, used extensively by German ground forces during the Second World War. VW Schwimmwagens were produced by the Volkswagen factory at Fallersleben / Wolfsburg and Porsche’s facilities in Stuttgart; with the bodies (or rather hulls) produced by Ambi Budd in Berlin. 15,584 Type 166 Schwimmwagen cars were produced from 1941 through 1944; 14,276 at Fallersleben and 1,308 by Porsche. Given these numbers, the VW 166 is the most mass-produced amphibious car in history. Only 189 are known by the Schwimmwagen Registry to remain today, and only 13 have survived without restoration work.
All Schwimmwagen were four wheel drive only on first gear (and reverse gears with some models) and had ZF self-locking differentials on both front and rear axles. Just like the Kübelwagen, the Schwimmwagen had portal gear rear hubs that gave better ground clearance, while at the same time reducing drive-line torque stresses with their gear reduction at the wheels.
When crossing water a screw propeller could be lowered down from the rear deck engine cover. When in place a simple coupling provided drive straight from an extension of the engine’s crankshaft. This meant that screw propulsion was only available going forward. For reversing in the water there was the choice of using the standard equipment paddle or running the land drive in reverse, allowing the wheel-rotation to slowly take the vehicle back. The front wheels doubled up as rudders, so steering was done with the steering wheel both on land and on water.
The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356. The new car made its public debut at the 1963 at the Frankfurt Motor Show.
It was initially designated as the “Porsche 901”, after its internal project number. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. It went on sale in 1964.
In 1969, the slightly lengthened B series was introduced. It moved the rear wheels on all 911 and 912 models 57 mm aft, increasing wheelbase from 87.0” to 89.3” to remedy to the car’s nervous handling at the limit. Fuel injection arrived both for the 911S.
In 1970, the engines of all 911s were increased to 2,195 cc. Power outputs were uprated to 180 hp in the 911S. The 912 was discontinued with the 914 taking its place as an entry model.
-On loan from the Mike Malamut personal collection
In late 1955, with numerous small but significant changes, the 356 A was introduced. Its internal factory designation, “Type 1”, gave rise to its nickname “T1” among enthusiasts. In early 1957 a second revision of the 356 A was produced, known as Type 2 (or T2).
1959 was the last year for the 356 A. This particular car features a 1.6 L Type 616/1 B4 which was first available in 1958.
-On loan from the Mike Malamut personal collection
Dannanhauer and Stauss was a German custom coach builder based out of Stuttgart, Germany. They created new bodies with a distinct Porsche flavor on a Volkswagen platform and mechanicals. The body was lowered and lengthened at both ends and was fitted a Porsche-type grill over the rear engine cover and a Porsche license-plate lamp. Over a small production period between 1951-1957, estimates of 80-120 models were produced. It is believed that only 13 are left in drivable condition today. The cabriolet was offered with either a VW “eggbeater” engine or the currently fitted Porsche super 1500 mill. This concours example was finished in 2006 over the course of over a decade with detailed restoration by Richard Christensen.
This car is painted in Fjord Green wth a brown leather interior. It is 1 of 18 known to exist.
-Part of the Mike Malamut personal collection
The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356. The new car made its public debut at the 1963 Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt Motor Show.
It was initially designated as the “Porsche 901”, after its internal project number. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. It went on sale in 1964.
The earliest editions of the 911 had an air-cooled, rear-mounted, 2.0L (1991 cc) 130 PS flat-6 “boxer” engine, similar to the 356’s four-cylinder 1.6L unit. It was mated to a five-speed manual “Type 901” transmission. The car had 2+2 seating, though the rear are very small, also like the 356. The styling was largely by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche.
This car is equipped with some rare options including headrests and wood trim.
-On loan from The Mike Malamut personal collection
The 356 was created by Ferdinand “Ferry” Porsche (son of Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Sr. had designed), the 356 is a four-cylinder, air-cooled, rear-engine, rear-wheel drive car with unitized pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen.
The first 356 was road certified in Austria on June 8, 1948, and was entered in a race in Innsbruck where it won its class. Porsche re-engineered and refined the car with a focus on performance. Fewer and fewer parts were shared between Volkswagen and Porsche as the 1950s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Porsche contracted Reutter to build the steel bodies.
The 356 was built in four distinct series, the original (“pre-A”), followed by the 356 A, 356 B, and finally the 356 C. To distinguish among the major revisions of the model, 356s are generally classified into a few major groups. The 356 coupés and “cabriolets” (soft-tops) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356 A appeared, with a curved windshield. The A was the first road going Porsche to offer the Carrera four-cam engine as an option.
From the earliest, 1100 cc Gmünd beginnings, the overall shape of the 356 remained more or less set. In 1951, 1300 and 1500 cc engines with considerably more power were introduced. By late 1952 the divided windscreen was gone, replaced by a V-shaped unit which fit into the same opening.
-On loan from the Mike Malamut personal collection.
Concerned that the considerable price increase of a Type 911 with flat opposed six-cylinder powerplant over the Type 356 would cost the company sales and narrow brand appeal, in 1963 Porsche executives decided to introduce a new four-cylinder entry-level model. Like the 911 (original internal factory designation “901”), the four-cylinder 912 was originally known at Zuffenhausen by a number with a zero in the middle, but the “902” designation was never used publicly. (“912” as project number was used after 1968 to indicate the 12 cylinder flat opposed engine developed for Porsche 917 racing car)
In 1963, Porsche assigned Dan Schwartz, later Chief Departmental Manager for Development, Mechanics, a project to oversee design and construction of a new horizontally-opposed four-cylinder engine for the 902, utilizing components from the new 901 six-cylinder engine, that would produce higher performance than their 356SC engine, and be less costly and complex than their Carrera 2 engine. Another option explored by Claus von Rücker was to increase displacement of the 356 Type 616 engine to 1.8 liters, add Kugelfischer fuel injection, and modify both valve and cooling systems. Considering performance, cost, and scheduling, Porsche discontinued both of these design projects, and instead developed a third option, to tailor the 1.6 liter Type 616 engine to the 902.
In production form, the Type 912 combined a 911 chassis / bodyshell with the 1.6L, four-cylinder, push-rod Type 616/36 engine, based upon the Type 616/16 engine used in the Type 356SC of 1964-1965. With a lower compression ratio and new Solex carburetors, the Type 616/36 engine produced five less horsepower than the 616/16, but delivered about the same maximum torque at 3,500 rpm versus 4,200 rpm for the 616/16. Compared to the 911, the resulting production Type 912 vehicle demonstrated superior weight distribution, handling, and range. To bring 912 pricing close to the 356, Porsche also deleted some features standard on the 911.
As production of the 356 concluded in 1965, on April 5, 1965 Porsche officially began production of the 912 coupé. Styling, performance, quality construction, reliability, and price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production.
Porsche executives decided that after the 1969 model year, continuation of 912 production would not be viable, due to both internal and external factors. Production facilities used for the 912 were reallocated to a new 914-6, a six-cylinder high performance version of the 914 Porsche-Volkswagen joint effort vehicle.
-On loan from The Mike Malamut personal collection
This 1978 Porsche 911SC is a backdated RS Touring tribute that was built by RS-Werks in Newark, Delaware. Power comes from a freshly rebuilt ROW-spec 3.0L flat-six that is equipped with Weber carburetors and paired to an overhauled 915 five-speed manual gearbox. A two-stage Signal Yellow repaint was performed, and metal body panels were utilized with the exception of an RS engine lid. H4 headlights have been added along with new or refurbished 1973-style trim, new windshield glass, and replacement rubber seals and gaskets throughout. The car has been set at Euro ride-height and corner-balanced over a set of polished 15″ Fuchs. The suspension was overhauled and fitted with upgraded sway bars and Bilstein shocks. Trimmed in the period fashion, the interior is equipped with a set of corduroy sport seats, a new OEM Porsche dash pad, backdated instruments, lightweight door panels and carpet, roll-up windows, and more.
The build began with a Euro 1978 911SC non-sunroof coupe. The chassis was fully disassembled, exterior surfaces were stripped to bare metal, and the car underwent a rotisserie restoration. An original long-nose hood was sourced, and the latch area was modified accordingly. German steel front fenders were utilized along with a 911S front bumper and an aluminum rear license plate filler.
The rebuilt 3.0L ROW-spec flat-six has been upgraded with Carrera chain tensioners, Turbo valve covers, a custom wiring harness, and RSR-style drilled engine mount. 1972 date-coded 40IDA Webers have been installed along with new SSI heat exchangers and a Dansk stainless sport exhaust. Ignition is a custom CDI unit from Classic Retrofit, and the fan has been refinished by Flat Six Inc. A new oil cooler, lines, and tank have also been installed. Other custom details include a color-matched engine shroud and pleated engine pad.
-Part of the Mike Malamut personal collection
This vintage Porsche 356 speedster convertible go-kart has been beautifully restored to day one condition. It is gas powered and has forward and reverse, push button start, working lights and beautifully upholstered interior.
-Part of the Mike Malamut Auto Collection
During the 1950s, the BMW line-up consisted of luxury cars with displacements of two litres or greater, economy cars powered by motorcycle engines, and motorcycles. With their luxury cars becoming increasingly outdated and unprofitable and their motorcycles and economy cars becoming less attractive to an increasingly affluent society, BMW needed a car in the 1.5 to 2 litre class to become competitive.
In 1960, Herbert and Harald Quandt invested heavily in BMW, and gained a controlling interest in the company. That year, the “Neue Klasse” project was begun. Led overall by Fritz Fiedler, the project had Eberhard Wolff in charge of chassis design, Wilhelm Hofmeister in charge of styling and body engineering, and Alex von Falkenhausen in charge of engine design. The team was to produce a new car with a new engine, which BMW had not done since the 303 in 1933. The term New Class referred to the 1.5–2–liter class of automobiles from which BMW had been absent since World War II.
Intended as an upscale version of the 1800, the BMW 2000 featured distinct wide taillights, more exterior trim, and unique rectangular headlights. The American market 2000 sedans could not have the rectangular headlights due to government regulations. A different grille with four individual round headlights, similar to the design that BMW later used in the 2500 sedan, was offered in the US. A more luxurious 2000TI-lux (later “tilux”) featured the sporty TI engine with a more high-grade interior and accessories, including a wood dashboard and optional leather seats.
In a 1967 test, Road & Track felt that the 2000 sedan was “the best performing 2-liter sedan in today’s market and the best handling and best riding as well.”
-On loan from the Mike Malamut personal collection
The Volkswagen Kübelwagen was a light military vehicle designed by Ferdinand Porsche and built by Volkswagen during World War II for use by the German military (both Wehrmacht and Waffen-SS). Based heavily on the Volkswagen Beetle, it was prototyped as the Type 62, but eventually became known internally as the Type 82.
Kübelwagen is an abbreviation of Kübelsitzwagen, meaning “bucket-seat car” because all German light military vehicles that had no doors were fitted with bucket seats to prevent passengers from falling out. The first VW test vehicles had no doors and were therefore fitted with bucket seats, so acquiring the name VW Kübelsitzwagen that was later shortened to Kübelwagen.
Full-scale production of the Type 82 Kübelwagen started in February 1940, as soon as the VW factories had become operational. No major changes took place before production ended in 1945, only small modifications were implemented, mostly eliminating unnecessary parts and reinforcing some, which had proved unequal to the task. Prototype versions were assembled with four-wheel-drive (Type 86) and different engines, but none offered a significant increase in performance or capability over the existing Type 82 and the designs were never implemented. As of March 1943, the car received a revised dash and the bigger 1,131 cc engine, developed for the Schwimmwagen, that produced more torque and power than the original 985 cc unit. When Volkswagen production ceased at the end of the war, 50,435 Kübelwagen vehicles had been produced, and the vehicle had proven itself to be surprisingly useful, reliable, and durable.
Among the design features that contributed to the Kübelwagen‘s performance were:
Apart from that, the air-cooled engine proved highly tolerant of hot and cold climates, and less vulnerable to bullets, due to the absence of a radiator. For starting under winter conditions, a specially volatile starting fuel was required, contained in a small auxiliary fuel tank.
As the body was not a load-bearing part of the structure of the vehicle, it could easily be modified to special purposes.
The Kübelwagen could reach a top speed of 80 km/h (50 mph).
-Part of the Mike Malamut Auto Collection
The NSU Sport Prinz was produced by NSU Motorenwerke AG from 1958 to 1968. The Sport Prinz was a 2-seater sports coupe variant. It was designed by Franco Scaglione at Bertone studios in Turin. 20,831 were manufactured between 1958 and 1968. The first 250 bodies were built by Bertone in Turin. The rest were built in Neckarsulm at a company called Drautz which was later bought by NSU.
The Sport Prinz initially was powered by the 583 cc (35.6 cu in) Prinz 50 straight-2 engine but a maximum speed of 160 km/h (99 mph) was nevertheless claimed. From late 1962 a 598 cc (36.5 cu in) engine was fitted.
On loan from the Mike Malamut Auto Collection
The NSU Spider was produced by NSU Motorenwerke AG from 1964 to 1967. The Spider was the first Western production car in the world to be powered by a Wankel rotary engine.
Invented by Felix Wankel, the Wankel engine differed from a piston engine because the quasi-oval design of the combustion chamber, containing a rotor that ascribed within the chamber an Epitrochoid shaped trajectory, enabling the combustion pressure to be converted directly into a rotary motion. There was no need to lose energy converting reciprocating movement into rotational movement. The result was a remarkably compact free-revving engine which, in the 1960s, was hailed by some as the next major step forward in automobile design. It was later found that the characteristics of critical materials selected and applied by NSU to build production rotary engines were inappropriate to the stresses they would bear, and rotary-engined cars earned a reputation for unreliability. Engines required frequent rebuilding to replace worn apex seals,[3] and warranty costs associated with installation of the engine in NSU’s second Wankel-engined model destroyed the financial viability of NSU, forcing a merger with Audi in 1969.
First appearing at the Frankfurt Motor Show in 1964, the Spider featured a two-door cabriolet body based on that of the NSU Sport Prinz coupé introduced back in 1959. In addition to the folding roof, the Spider was distinguishable from the hard top car by a grill at the front. As with all NSU cars at the time, the engine was rear-mounted: in order to improve weight distribution, space was found for the Spider’s radiator and for its fuel tank ahead of the driver. The front luggage locker was in consequence small. There was a second luggage area in the rear of the car above the engine.
The Glas GT was a sports coupé produced by Hans Glas GmbH at Dingolfing. The car was first presented as the Glas 1300 GT in September 1963 at the Frankfurt Motor Show.
With the BMW acquisition of the Glas company, the GT was refitted to accommodate the 1,573 cc BMW engine already fitted in the BMW 1600. The BMW “new class” models introduced in 1962 had attracted press comment concerning the fact that the engine was canted over at an angle of 30 degrees from the vertical plane, permitting a lower bonnet/hood line. This feature was retained when the engine was fitted in the Glas GT body to create what was now branded as the BMW 1600GT. By using the BMW engine, the car also acquired a further increase in power output, now up to 105HP. Handling was improved by applying the BMW’s relatively sophisticated semi-trailing arm rear axle with coil springs in place of the more old fashioned rigid rear axle and leaf spring configuration previously employed by the Glas GT. BMW also took the opportunity to fit “new” round rear lights from 1966 featured on the BMW 1602. Front grill as also reconfigured to incorporate the BMW “twin kidney” grill.
-Part of the Mike Malamut Collection
Jorgen Skafte Rasmussen, a Danish engineer, founded a factory in Saxon, Germany in 1916 with the purpose of producing steam fittings. During the companies’ introductory year, they attempted to produce a steam-driven car, called the DKW (Dampf-Kraft-Wagen meaning steam-driven car). Though the attempt was not successful, the engine was later used in a motorcycle and called Das Kleine Wunder, meaning ‘the little marvel.’ Within a few years, the DKW brand would be the world’s largest manufacturer of motorcycles. In 1932, Audi, Horch, Wanderer, and DKW merged, forming Auto Union. In 1957, ownership came under Daimler-Benz and in 1964, was purchased by the Volkswagen Group.
Though motorcycles were a large part of the DKW business, automobiles were also an integral part. They produced cars from 1928 until 1966 and were one of the very first marque’s to use front-wheel drive and transverse mounting.
DKW Auto Union Company introduced the Schnellaster (also known as the Rapid Transporter) in 1949. The Tiefader model, or Low Loader truck model, had a 16-inch deck height, adding to the vehicle’s versatility.
This particular DKW Schnellaster Tiefader is powered by a two-stroke, three-cylinder, roller-crank, ‘3=6’ engine. It was assembled at Ingolstadt, Germany, on March 9, 1955. This utilitarian vehicle was used until 1960, after which it was put into storage in an industrial warehouse.
This is the only known Schnellaster Tiefader in North America as well as the only known fully restored example in existence.
This Tiefader is finished in its original specified Javabraun (Java Brown) livery. The 896cc 2-stroke, 3-cylinder engine develops 36 horsepower and is mated to a four-speed manual gearbox. At all four corners are hydraulic drum brakes.
-On loan from The Mike Malamut personal collection
Founded in 1924 by Friedrich Rometsch, the company took advantage of the German custom of their buying a chassis complete with an engine and then employing a coachbuilder to add a custom-built body to it. By the late 1930s it was more usual to buy the complete vehicle.
Friedrich Rometsch and his son Fritz Rometsch earned their experience while working for the coachbuilder, Erdmann & Rossi.
Johannes Beeskow, a Rometsch designer, built the first prototype of a four door sedan in 1950; the donor vehicle being a Volkswagen Beetle in scrap condition. Rometsch took this concept into the production of a taxicab. The wheelbase had been stretched by about 11 in. Access to the backseats was made more accessible by adding suicide doors. Thereafter, original doors were modified.
The Beeskow was twice the price of its platform and parts donor, the Volkswagen Beetle. The Beeskow became “the Beetle for the high society”. The design of falling lines on head and tail of the pontoon body caused it to be nicknamed “the banana”. A third seat was installed behind the driver seat, turned by 90 degrees, facing the nearside. The actor Viktor de Kowa bought the first Beeskow at the Geneva Automotive Show. As Friedrich Rometsch had not thought of a price, he took a look at the Porsche exhibition booth next-door where the Porsche 356 was offered for 10,000 DEM and Rometsch offered the car for 9,800 DEM, which was accepted. Today that price would equal 47050 EUR. Both Gregory Peck and Audrey Hepburn also bought Beeskows. In the late middle 1950s, the design engineer Johannes Beeskow moved to the Karmann company in Osnabrück as their department manager of technical research. Some of the design elements from the Beeskow were found later in other vehicles such as the so-called “wheelbrows” on the bumpers of the Mercedes-Benz 300 SL and also the roof of the Audi TT.
When sales declined, mainly due the competition from the mass production of the Type 14 Karmann Ghia, which was 1,500 DM cheaper and also built on the Beetle chassis, the general director of Volkswagen, Heinrich Nordhoff, stopped the supply to Rometsch. He also prohibited dealers from selling either chassis or vehicles to Rometsch. When Rometsch realised they were selling the Lawrence at a loss, he was forced to cut wages to piece rate.
A further blow hit Rometsch in the summer of 1961 when the construction of the Berlin Wall separated them from nearly half of their 90 employees overnight. The production of the sports car ended later that year.
-On loan from The Mike Malamut personal collection
This 1973 Mercedes-Benz 450SL was originally purchased in Washington and has remained in the Pacific Northwest with the same family from new. This example shows 118,345 miles and is powered by an unmodified 4.5 liter V8 mated to an automatic transmission. This car is said to retain the majority of its factory Light Ivory paint along with a nicely preserved red MB Tex interior. The car wears slim factory bumpers and Light Ivory paint.
The factory hardtop is claimed to have OEM glass and a taut headliner. The factory brown soft top is in nice shape throughout with original Wopavin markings on the windows. The functional Hirshmann antenna is still fitted, and the factory Kinonglas-Kristall windshield is still there. The soft top storage well and bottom section of the hardtop are like new. Both tops fit snug with good seals and clean weatherstripping.
The trunk retains its factory rubber mats, tool kit, and jacking equipment. The original Dunlop spare is said to be unused and the spare tire well is stated to be rust free.
The early 3-point seat belts with slotted holders for the shoulder strap remain in place. The factory Becker radio is operational, as is the instrumentation, power windows, exterior lighting, signals, horn, windshield wipers, and heater.
Under the hood, the 4.5 liter V8 is believed original and is mated to an automatic transmission. The engine bay presents nicely. All factory ID tags and stampings remain present on the core support. The often-missing factory distributor cap water shield cover is also present.
These 350’s & 450’s were the first version of the new style Mercedes sports car. and came with some great options: V8 motor, Small bumpers, etc. Mike thinks they are the ones to own. He has had his eye out for this model: 1972 or 1973. It is hard to find an original example in good shape. Most are run down with cracked dashes, lots of bodywork, bad repaints, etc.
They make great cruisers. Mike liked the color combo and the back area for luggage or a seat for Barney.
-On loan from The Mike Malamut personal collection
-Part of the Mike Malamut personal collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
While it has been suggested that Porsche did not originally intend for the 911 to be a replacement for the 356, when the 911 was first shown in 1963 it made the 356 design appear rather dated. Porsche quickly surmised that the new 900 series design would be the successor for the 356. This resulted in a fusion of the 356SC 4-cylinder engine into a 911 body; and thus, the Porsche 912 was created.
The 912 Porsche weighed 200 pounds less due to its lighter engine. Some still argue that the 912 is a more balanced and better handling car than the early 911s. The 912 engine benefited from many years of development during 356 production, which made the 912 a very desirable model upon its release.
Along with the new 911, Porsche was also interested in offering a convertible option. At the time, a traditional convertible was deemed unsafe. Porsche introduced the Targa instead of a traditional convertible. It featured a reinforcement bar fitted over the driver and passenger seats. Targa models were exclusively built in “soft window” form. They characteristically featured a plastic rear window that could be unzipped. Porsche advertised the Targa soft-window as “four models in one” . Production lasted until 1969 when the “soft-widow” was replaced with a hard glass rear window.
This 1968 Porsche 912 is a soft-window Targa that was sold new at Gus Mozart Volkswagen of Palo Alto, California. It is finished in Champagne Yellow over black vinyl and houndstooth fabric. The car is powered by a 1.6-liter flat-four mated to a five-speed manual transaxle. Equipment includes Marchal fog lights, a brushed stainless steel Targa bar, a Blaupunkt three-band stereo, 15″ Fuchs wheels, and a rear-seat delete with storage compartments.
-Part of the Mike Malamut personal collection
The DKW 3=6 was a compact front-wheel drive saloon manufactured by Auto Union GmbH. The car was launched at the Frankfurt Motor Show in March 1953 and sold until 1959. It was also named as the DKW Sonderklasse and, following the factory project number, as the DKW F91. From 1958, by which year the car’s successor was already being sold and the earlier version had therefore become, in essence, a ‘run-out’ model, it was badged more simply as the DKW 900.
Apart from complications involving its naming, the 3=6’s notable features included its two-stroke engine and front-wheel drive layout along with the sure-footed handling that resulted.
In a market segment increasingly dominated by the Volkswagen Beetle, the Auto Union contender also boasted class leading interior space, especially after the arrival of the four-door version, which featured a modestly extended wheelbase.
This particular car is largely in original unrestored condition.
-Part of the Mike Malamut Personal Collection
This 2015 BMW i8 is finished in white over gray. It’s powered by a turbocharged 1.5-liter inline-three, which is paired with a six-speed automatic transaxle. It works in conjunction with an electric motor featuring an integrated two-speed automatic transmission. The Pure Impulse Package was optioned and added partially perforated leather seating surfaces, Amido metallic interior accents, a heads-up display, blue seat belt straps, driver assistance and lighting packages, and 20″ wheels. The i8 is constructed from a mixture of aluminum and carbon fiber, along with chemically-hardened glass.
Power comes from a mid-mounted turbocharged 1.5-liter inline-three, which works in conjunction with an electric motor to produce a factory-rated 357 horsepower and 420 lb-ft of torque. The gas engine drives the rear wheels through a six-speed automatic transaxle, and the electric motor uses a two-speed automatic transmission to drive the front wheels.
-Part of the Mike Malamut Personal Collection
The 1979 Bianco S is a Series 2 coupe from the Brazilian carmaker’s final year. This car spent time in a Brazilian collection before it was brought to the US. The Volkswagen-sourced powertrain includes a 1.6L flat-four mated to a four-speed manual transaxle.
The Bianco S model was produced by Brazilian racecar designer Toni Bianco and introduced at the 1976 Sao Paulo Motor Show. It features reinforced plastic and fiberglass bodywork over Volkswagen running gear. Safety substructures include roll bars and sheet-metal reinforcements. The Series 2 model featured cosmetic revisions such as changes to engine ventilation, elimination of hood louvres, and improved sealing. Lighting includes low-set double-round headlights, side markers, and taillights that were sourced from Opel.
Equipment includes a wood-rimmed steering wheel, a wood gearshift knob, power windows, and a power antenna. A Motoradio cassette player is equipped above the shifter.
-Part of the Mike Malamut Personal Collection
This 1988 Porsche 911 Turbo has just 28,882 miles and is an unmodified original example powered by its stock turbocharged 3.3 liter flat-six paired to its factory 4-speed manual transmission.
Mike is a Porsche guy. He has worked on them and has collected them for years. The turbo came out after Mike quit working on Porsches. This is a first for the collection.
-On loan from The Mike Malamut personal collection
-Part of the Mike Malamut Personal Colection
We are placing our 1953 DKW Sonderklasse up for sale. Our 1953 DKW F89 Meisterklasse is an example of the first passenger car manufactured by the reformed Auto Union brand following the Second World War. The car joined our museum collection approximately 8 years ago. Limited space forces sale. Contact us for more details!
Please check out an extensive photo album of the car available here.
In addition to this driving video, we have several other videos featuring the car that are available for review. Contact us for more more links!
-Part of the Mike Malamut Personal Collection
The concept for the Type 2 VW Bus is credited to Dutch Volkswagen importer Ben Pon. Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of (1,520 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1’s. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp flat four engine.
Although the aerodynamics of the first prototypes were poor, engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a “vee” helped the production Type 2 achieve Cd=0.44, exceeding the Type 1’s.
Volkswagen’s new chief executive officer Heinz Nordhoff approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a “tailgate”-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically.
The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.
In the USA Volkswagen vans were informally classified according to the number of windows they had. This particular model has 23 windows. These include eight panoramic windows in the roof and additional curved windows in the rear corners. To distinguish it from the normal Volkswagen van the name Samba was coined.
Other features of the 23 window Samba include:
23 individual windows in total (5 windows on each side, 4 skylights each side, 2 front and 1 rear (openable) safari windows, 2 rear pillar windows.
The central rear window in the Deluxe was also larger than in other models in the bus range.
All windows were made from regular cast glass (as opposed to the previous barn-door model where plexiglas rear corner and skylight windows were applied throughout most years).
Vinyl “Golde” sunroof. This was standard on the Deluxe (optional on other models).
Polished aluminium ornamental band with central red stripe runs around the body from the front of the vehicle, under the window line and around the back. A separate band of the same style runs along the rocker panel (lower sill panel), and polished bands with black rubber bumper strips were applied to the bumper bars. These features were unique to the Deluxe Microbus.
Prior to August 1958, the Deluxe Microbus was only available in one color combination. Alternative colurs to this combination were not offered until after August 1958. The colors available on the Deluxe from 1955 – July 1958 included:
Upper paint color: Chestnut Brown (Code: L73)
Lower paint color: Sealing Wax Red (Code: L53)
Seen here is the Deluxe version, often seen as being the ultimate VW. It was the subject of an 8 year restoration. It features many rare options including a period antenna, safari window windshield, ambulance foot step, radio, very rare removable portable radio, and overhead fans. Out back, the motor features a rare period correct Abarth muffler, hotter cam, dual carbs, and reworked heads.
The need for a people’s car (“Volkswagen” in German), its concept and its functional objectives, was formulated by the leader of Nazi Germany, Adolf Hitler, who wanted a cheap, simple car to be mass-produced for his country’s new road network. Lead engineer Ferdinand Porsche and his team took until 1938 to finalize the design. The influence on Porsche’s design of other contemporary cars, such as the Tatra V570, and the work of Josef Ganz remains a subject of dispute. The result was the first Volkswagen, and one of the first rear-engined cars since the Brass Era. With 21,529,464 produced, the Beetle is the longest-running and most-manufactured car of a single platform ever made.
Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 on (mass production had been put on hold during the Second World War) when the model was internally designated the Volkswagen Type 1, and marketed simply as the Volkswagen (or “People’s Car”). Later models were designated Volkswagen 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement, the latter two derived from the type number. The model became widely known in its home country as the Käfer (German for “beetle”) and was later marketed as such in Germany, and as the Volkswagen in other countries.
As VW said in their advertisements, “First we paint the car, then we paint the paint.” Volkswagen’s paint finish process used Glassurit Single-Stage paint applied in two complete applications. The result is the heavy “orange peel,” customary on brand new VW’s, the main reason so many original paint Volkswagens have survived. This Beetle retains its original paint and interior.
-On loan from the Mike Malamut personal collection
The Beetle, conceived by Ferdinand Porsche in 1932, was developed as a mass-produced, low-priced vehicle that was available and affordable for all Germans, and the phenomenal success of the now-beloved “people’s car” stands among one of the most remarkable automobile stories of the 20th century. The charming Beetle was just hitting its stride in 1955 when, by year-end, the Wolfsburg Works had produced a total of 279,988 cars in one year alone. Annual production increased by 50,000 or so, until the million-car mark was achieved in 1965.
Like the phoenix rising from the ashes, following WWII, after the Fallersleben plant was partially destroyed, the Volkswagen project was offered to Henry Ford II, who felt the car wasn’t “worth a damn.” The American public’s strong anti-German sentiment aligned with Ford’s, and no one wanted the Volkswagen.
But one man did. Ben Pon, a Dutchman who brought the car to the United States, partnered with foreign car importer Max Hoffman, and helped fill America’s great demand for affordable transportation in the immediate post-war years. By 1952, at a time when Americans were demanding hefty V-8 engines in chrome-laden land yachts, Volkswagen produced and managed to sell over 100,000 of the funny-looking little air-cooled cars, in a choice of five models, which included the Standard, the Deluxe, the Deluxe with Sunshine Roof, the Type 2 Microbus, and the top-of-the-line Cabriolet.
This 1955 Volkswagen Cabriolet has been faithfully restored to the last esoteric detail. It was heavily optioned from the factory when new, and its sparkling silvery blue Mittelblau Metallic paintwork showcases the original and proper fender skirts, the gleaming whitewall tires with chrome hubcaps and trim rings, the chrome wing mirrors and rare, optional two-into-one chrome exhaust tip, the twin fog lamps, the illuminated semaphore turn indicators, the European “Heart” tail lamps, and the City Arms (Wolfsburg crest) badge.
The immaculate interior features seating that has been upholstered in pale blue leather, and it offers the driver and passenger every amenity available in 1955, including a mid-century porcelain blumenvasen (a panel-mounted bud vase), translucent plastic sun visors, twin door panel pockets, an original Blaupunkt “Frankfurt” pushbutton LMUK radio, and twin leather-upholstered bolster pillows to the rear. An extremely rare factory-option feature, the “Deluxe Panel” dashboard clock, is located in the center of the dash.(text from RM Auctions)
-Part of the Mike Malamut personal collection
The car originated with the Italian firm of Iso SpA. In the early 1950s the company was building refrigerators, motor scooters and small three-wheeled trucks. Iso’s owner, Renzo Rivolta, decided he would like to build a small car for mass distribution.[10] By 1952 the engineers Ermenegildo Preti[11] and Pierluigi Raggi had designed a small car that used the motorcycle engine of the Iso Moto 200 and named it Isetta—an Italian diminutive meaning little ISO.[10]
The Isetta caused a sensation when it was introduced to the motoring press in Turin in November 1953, it was unlike anything seen before. The Isetta was small, only 7.5 ft long and 4.5 ft wide. With an egg-shape and bubble-type windows, the car would later be known as the bubble car.
The entire front end of the car hinged outwards to allow entry. In the event of a crash, the driver and passenger were to exit through the canvas sunroof. The steering wheel and instrument panel swung out with the single door, as this made access to the single bench seat simpler. The seat provided reasonable comfort for two occupants, and perhaps a small child. Behind the seat was a large parcel shelf with a spare wheel located below. A heater was optional, and ventilation was provided by opening the fabric sunroof. The Isetta took over 30 seconds to reach 31 mph from a stop. Top speed was only about 47 mph.
Renzo Rivolta wanted to concentrate on his new Iso Rivolta sports car, and was extremely interested in doing licensing deals. BMW began talking with Rivolta in mid-1954 and bought not just a license but the complete Isetta body tooling as well.
BMW made the Isetta its own. They redesigned the powerplant around a BMW one-cylinder, four-stroke, 247 cc motorcycle engine which generated 13 hp. Although the major elements of the Italian design remained intact, BMW re-engineered much of the car, so much so that none of the parts between a BMW Isetta Moto Coupe and an Iso Isetta are interchangeable. The first BMW Isetta appeared in April 1955.
In 1956, the government of the Federal Republic of Germany changed the regulations for motor vehicles. Class IV licenses issued from that time onward could only be used to operate small motorcycles and could no longer be used to operate motor vehicles with a capacity of less than 250 cc. At the same time, the maximum capacity allowed for the Isetta’s tax category was 300 cc. Class IV licenses issued before the change in the regulations were grandfathered and allowed to be used as before.
This change in regulations encouraged BMW to revise their Isetta microcars. In February 1956 a 300cc engine was introduced.The engineers enlarged the single cylinder to a 72 mm (2.8 in) bore and 73 mm (2.9 in) stroke, which gave a displacement of exactly 298 cc; at the same time, they raised the compression ratio from 6.8 to 7.0:1. As a result, the engine power output rose to 10 kW (13 hp) at 5200 rpm, and the torque rose to 18.4 N·m (13.6 ft·lbf) at 4600 rpm. The maximum speed remained at 53 mph, yet there was a marked increase in flexibility, mainly noticeable on gradients.
In May 1962, three years after launching the conventionally modern-looking BMW 700, BMW ceased production of Isettas. A total of 161,728 units had been built.
-On loan from the Mike Malamut personal collection
In 1952, German coachbuilder Wilhelm Karmann went to Volkswagen with an idea: Build a halo car around the existing Beetle to attract the burgeoning postwar middle class. The West Germans were doing pretty well for themselves, snapping up new BMWs and Mercedes-Benzes, and there was a hint that the American market was going to be the next big thing. Karmann was smitten with the idea of an elegant coupe he could build alongside the Beetle convertibles his Osnabrueck factory was producing. Karmann went to Luigi Segre the idea. Segre was the commercial director for Carrozzeria Ghia. Karmann accepted Ghia’s proposal in secret, and unveiled the styling design to Volkswagen executives in a back room at the 1953 Paris Auto Salon. The concept was tucked away for a couple of years until the engineering could be sorted out.
What would become the Karmann Ghia made its public debut on July 14, 1955. Public response was overwhelming. Within the Volkswagen range itself, the Karmann Ghia cost $700 more than a similarly equipped Beetle. But that wasn’t a problem: In the first year of production, Volkswagen sold 10,000 Karmann Ghias, doubling production expectations. -text edit from Motortrend classic.
The entire front nose and fenders were one solid piece, to minimize the seams. Body panels were welded, not bolted on. No more than five small, individual panels made up the nose, and each was hand-shaped and leaded with English pewter, much like a custom car. Doors were lightweight, but also complicated by their free-standing frameless design. Despite the car being labor intensive to build, production far exceeded Volkswagen’s expectations. Originally, the factory was to produce between 300 and 400 cars per month, a blistering pace, considering the amount of handwork. In the end, the factory was churning out 1000 examples per month.
Okrasa was a supplier of speed equipment for the Volkswagen engine very soon after it inception. Through the years there were lots of various “kits” offered, all of which were intended to be installed using the customer supplied engine. In the early years, VW used a short crankcase in its 25hp and later 35hp engines. Then in 1960, the “40hp” engine was introduced. With it came a new, longer crankcase, thus making obsolete the older designed parts. Okrasa followed suit with “40hp” versions of their parts, but by that time, other vendors such as Gene Berg were beginning to take market share from Okrasa, and they ceased development of new products for this engine.
Most Okrasa engines are identified by their dual carbs on a 36 hp engine case. The dual carbs are connected by special manifolds that Y out into twin intake ports (one for each cylinder). When you pop off the valve pan cover you can seed the words Okrasa cast into their special heads. Okrasa did make larger cranks for the the 36 hp engine. This is harder to discern from an assembled engine. Other accessories include tach drives, oil filers, distributors, and oil coolers.
This particular car features many rare options including: the Okrasa motor, working tach, european headlights, 2 band telefunken radio, VDO gauges, windshield washer, hood lock, trim rings, under dash tray, deckled rack, heater on knob, and locking shift.
-Part of the Mike Malamut personal collection