New VW Beetle Even More Fun

Sure, I'd love to own it.

Some cars are just plain fun to have. Beyond the driving experience, their very presence in your driveway and your presence inside them makes you happy. My recent week with a Yellow Rush 2013 Volkswagen Beetle was memorable for the joy of it.

We all know that the original Beetle was Adolf Hitler's idea of a people's car. Despite those origins, the Bug sold in the tens of millions worldwide, finally ending sales in the U.S. back in 1979 (but continuing elsewhere until surprisingly recently).

In 1998 the New Beetle showed up, with a water-cooled, front-mounted engine (unlike the Beetle's air-cooled rear unit.) Based on a concept car, it gave some identity to the VW brand for years.

The 2012 Beetle was all new, still based on the Golf. It retains all the styling cues, but in some ways is more like the original car (although the engine remains in front, with a radiator). Beetle maniacs will note the more upright windshield, flatter roof, and completely different taillamps.

Inside, the car gets an all-new interior that evokes elements of the old favorite--a flatter dash, with plastic panels the color of the exterior, mimic the metal dash of old. There are two glove boxes--and the top one flips upward. There's even a clever multi-faced surface on the windshield pillars that makes them seem about half of their substantial (safety-enhancing) width. They even provided me with leatherette seats and doors--that's the material my old '64 Beetle had.

A central circular speedometer is old-fashioned, but pretty much everything else around it is 2013. For example, while driving, I noted the up- and downshift display. It's part of teaching you to shift at the right time for maximum fuel efficiency. The secret, though, was that I had the remarkable TDI model. VW offers other engine choices in the Beetle, but the 140-horsepower turbodiesel is fabulous for fuel economy--and it's slightly louder sound evokes the ancient Beetle sound a little, too. Diesels have higher torque for their size--this engine generates 236 lb.-ft. of it--so you can easily drive along at just 1,500 rpm. That means better fuel economy--and a quieter driving experience.

Mileage is just one of the delights of Diesel motoring. I averaged a smile-inducing 41.8 mpg over the week of mixed driving, but using the two-way information panel in the dash, I tracked individual trips. I routinely hit 50 miles per gallon on the freeway on my 30-mile treks to work. At one point, the display read an incredible 57.3 mpg!

Unfortunately, Diesel is running a little more than premium gas at the moment, unfortunately, and despite technological advances in clean Diesel fuel and engine efficiency, it is not the absolute cleanest way to generate mobility. It still manages to get a 7 for Greenhouse Gas and 6 for Smog in the EPA's test--in the solid middle.

My yellow car was a real joy to drive. The wide expanses of yellow sunny plastic on dash and doors made me happy during a cold and sometimes rainy winter week. The car starts right up--and greets you with "Welcome to Your Beetle" on the instrument panel. The Diesel engine is not silent, but you only hear it, really, if you stand in front of the car while it's running. Inside, it's essentially silent.

On the upper dash, there's a centrally mounted set of gauges--quite sporty looking. The left is for oil temperature--important in a Diesel and part of a "real" sports car, too. The central gauge is a stopwatch, presumably for timing your quarter-mile runs, but I never used it. On the right, a turbo boost gauge lets you see what you can feel when you stomp your foot. Of course, if you're going to maximize fuel economy, you'd best keep from going to the turbo well too often.

Part of the fun for me was using the smooth and accurate six-speed manual transmission. Granted, manuals are a dying breed in the U.S., but my '64 had a four-on-the-floor with a long, bent handle an a tiny plastic knob like a drawer pull, and that was fun--in its day. I followed the up/down guidance much of the time--you don't need to rev a Diesel--and found that there was plenty of power to zoom up hills, pass on the freeway, and cruise comfortably at 70. Of course, an automatic is available and will likely be the gearbox of choice.

The gasoline Beetles come with other engines. The standard engine is a 170-horsepower 2.5-liter four, with either transmission. For higher performance, you can choose the 2.0-liter turbo, which bumps output to 200 horsepower.

As before the Beetle is available as a convertible, too. This model, which just appeared, looks like big fun, comes in some interesting decade-themed models ('50s, '60s, '70's) and promise even more fun on sunny days.

My only complaints were minor. The seatbelt seemed to ride a little high on my shoulder and it is not adjustable for height (although the seat is). Also, the songs on my iPod stuttered when each one began. 

Prices start at $20,790 for the 2.5 Beetle with manual transmission. Prices go up from there. You can add a sunroof, Fender (yes, the guitar company) audio system, and much more. My TDI, with only floor mats, the unusual heavy duty trunk mats with "CarGo Blocks" and a first aid kit as options, came to $24,360. That may sound like a lot for a Beetle, but the car is no longer the starting model of the brand, and it comes with a lot of standard equipment, including heated seats, Sirius/XM Satellite Radio, cruise control, Bluetooth, and more. All prices include shipping.

The Beetle is a hatchback, and although the rear seats don't fold flat, I had no problem placing a bass back there, so it would work for me as a personal car. The driving fun, fuel economy and driving pleasure make this one a real favorite, and should help VW continue its upward surge of sales.

Engines of Change - The 15 Most Important Cars

Paul Ingrassia wanted to write about the 10 most important cars in American history. He ended up with 15--which is good because we get five more great stories. Ingrassia, who in 1993 shared the Pulitzer Prize with Joseph B. White for his work on management crises at General Motors, is more than qualified to write this new book. He was the Detroit bureau chief for the Wall Street Journal. Yeah, he knows his stuff.

Ingrassia's new book, Engines of Change -- A History of the American Dream in Fifteen Cars, is next on my reading list, since I was lucky to get an autographed copy last night when he addressed the Western Automotive Journalists in the San Francisco Bay Area. But much like a college student at the last minute, I will issue my report without reading the actual book, but based on Ingrassia's amusing and insightful talk.

The 1908 Ford Model T is an obvious place to start. It changed the lives of  millions of people with inexpensive mobility and the $5-a-day jobs it created.

The 1927 LaSalle introduced luxury and style to the ancestors of the Yuppies. Folks loved the Model T but it was basic transportation.

The 1953 Corvette -- of course it's included -- but it was almost cancelled after one year and may have been an automotive footnote if not for the Russian Zora Arkus-Duntov, its designer and champion.

How about those towering fins on the 1959 Cadillac? Still an icon of 1950s excess.

Volkswagen Beetle and Microbus? Of course--the antithesis of the Cadillac. Back to basics. Sold in the U.S. so Germany could raise cash to rebuild their economy.

How about the Chevrolet Corvair? Vilified by Ralph Nader, it was a game changer, and the legal precedents came into play in the mid 1990's McDonalds hot coffee case.

The Ford Mustang? Drop a sexy body onto the lowly Falcon's platform and bingo. Secretaries become sexpots. An American legend for nearly 50 years.

The Pontiac GTO helped bring in the short-lived but socially significant muscle car era. It's important for the songs alone--Ronnie and the Daytonas' hit song is still played regularly.

The 1970s were in many ways tough times in the U.S. We had oil crises, Watergate, Disco. The car industry suffered, but a hero (and still champion) was the modest Honda Accord. A small car, it's big today--both in size and sales volume, and was the first to start American production of Japanese cars--common today.

The Gremlin--no, it's not on the list, but Ingrassia thought about it.

The Chrysler minivans were just what baby boomers needed in the 1980's and they became a whole new market segment, replacing the station wagon. Boomers had many less than happy memories of those family haulers. Hello, soccer moms (a new classification).

The BMW 3 Series and its ancestor, the 2002, saved the company and it's still the go-to sports sedan. It epitomized the 1980's style of success--nothing like the "fancy" large cars the Yuppies' parents coveted. The 3 still wins in the buff magazines.

Jeep? It made its reputation in World War II but was moribund until Chrysler bought it and created the Cherokee--the perfect vehicle for offroad intenders. Then came the LL Bean catalogue, Patagonia, and the other outdoor lifestyle products and nobody looked back.

The Ford F-150  pickup outsells everything else year after year. What could be more American? It's country music on wheels--and represents many things, including a huge voting bloc in the Red States.

What car is most important today? The Toyota Prius. It is the "Kleenex" of hybrids--universally recognized, loved and despised, and hugely popular (now four versions available) -- and truly significant.

And there you have it. Did he leave out anything? Can't wait to read the book. Then, I'll think about writing a actual book review.

My First Car Story - Courtesy of Subaru

Subaru has been doing everything right lately. They are now Consumer Reports magazine's top rated manufacturer for quality--a first for the brand. They've weathered the last few years while others have struggled. They've got lots of shiny new products, including the brand new BRZ sports coupe (shared with Toyota).

They also put out two terrific magazines called Drive and Drive Performance. I assume they go to all new buyers and interested owners--and lucky journalists like me.

In the just-arrived Drive Performance issue is a feature called firstcarstory.com. You type in the story of your first car and they animate it for you. It is amazing and fun--and you come up with a video that looks like this. I talked about my first car--a 1964 Beetle (see photo for a similar, and better-condition, vehicle). You should try it too.

Drove the New Beetle Today

I've eagerly awaited a chance to drive the brand new VW Beetle. It represents a major change from the New Beetle of 1998 - 2011, and it did not disappoint. And the dealership had a 1950 model there for "comparison."

The new car looks a little scrunched down, in a good way, compared to the New Beetle. That vehicle, based on a mid 1990s show car, was amazing in reinterpreting the bug, but the 2012 takes it further. The windshield is really more upright, making a flat, longer hood. The window line is much higher--typical of today's cars. The taillamps manage to evoke the old (original) Beetle without copying.

Inside, the exterior-color plastic on the dash and doors recalls the painted metal of the past, and feels very different from pretty much anything else you can buy now. The yellow car I looked at in the showroom had a very bright (too much?) interior with all that yellow!

I had heard about the special retro glovebox, and there it is, on the face of the dash. You push the left side of the narrow lever and the door pops up. Reminds me of the hatch-opening VW logo that leans in to create a handle to pick up the door. The rear cargo space remains handy, with fold-down rear seats that will hold an average sized adult person.

The engines are standard Golf fare--a 2.5-liter four (170 horsepower) and a 2.0-liter turbo four that puts out 200 horses. That's the GTI engine, making the car fairly fast. I drove a white turbo model with the automatic and it felt strong and well-planted. The stats say 6.8 seconds zero to sixty, which is pretty good.

I can't wait for a nice weeklong test, but for now, it looks like a winner to me. I want mine with a manual six-speed, though.

Airstream Trailers - American Way of Travel

I just saw my second Airstream trailer in two days. What remarkable and beautiful modules they are. I found out that these silver bullets are made of aluminum stretched over a frame, making them lightweight and aerodynamic.

They still look the same because, like the old VW Beetle, they are only changed for improvements, not for style. There are, today, five models available, from the smaller Sport to the flagship Classic. You can choose from several interior themes, which include drapes, carpeting, upholstery, floor surfaces, and more.

The company was founded by Wally Byam in 1931. You can read all about it on the Airstream website, as well as find out where the nearest dealer is (mine is 46 miles away). There is lots of cool merchandise available too (get your hat!).

I am guessing that once you own one of these, it becomes an entire lifestyle, and from the photos, it looks like a comfortable way to travel.

Cars: Annual Model Change, RIP

When I was growing up, the cars changed every year. Even if it was a new grille and taillights, you could tell one year from the next. This was all part of the marketing scheme known, somewhat cynically, as "planned obsolescence." What this meant was, if your neighbor drove up in the new model, your car would look old and you'd go out and buy a new one. I thought it was great fun to see the new models and to find them in traffic. I still do.

Harley Earl of General Motors is credited with coming up with the annual model change, but it was a successful way of competing with Ford. Henry Ford saw no purpose in change for change's sake, and the Model T sputtered along from 1908 to 1927 essentially the same.

Volkswagen is another example of staying the design course. Ironically, the Beetle may have looked the same, but every year there was some update, including a larger displacement engine, larger windows or new features. The "New Beetle," introduced in 1998, is finally being replaced this fall with a new 2012 model. In its long run, the New Beetle had only one modest mid-cycle update, and looked essentially the same.

The annual model change was in its heyday in the 1950's and 1960's, when post-war prosperity kept the money flowing and aspiration was in the air. Compare the popular 1949 Chevy with the 1959 (see above) and you'll see the result of new models in 1949, 1951, 1953, 1955, 1958, and 1959, with noticeable styling changes on each of the off years.

Two things happened to kill the annual model change. In the 1960's it was still going on, but models proliferated. Where in the 1950's there was one "Chevy" that came in different trim designations and configurations, the 1960's brought about segmentation into large, midsize and compact sedans, for example. There was only so much money to go around. In the 1970's attention turned to meeting U.S. Government smog and crash standards,and there was no money for frivolous changes.

Compare the old Chevys with the 2008 Malibu. This seventh-generation design will run through the 2012s with virtually no change at all, and be replaced with a new 2013 model. That's the way things are done today. But with a range of cars, SUVs, crossovers, minivans, and so on, Chevrolet will have plenty to talk about.

VW Beetle No Longer a "Chick Car"

I knew the new Beetle was coming for 2012--but today I got an email offer to sign up for one of 600 Black Turbo limited edition models. I guess if I wanted a new Beetle (notice the lowercase "n"--the car's called just Beetle now) I would want one with a turbo--but maybe not in black.

This special manly VW bug features a 200-horsepower turbo engine, a sport suspension, and special Black Pearl paint.

If the "New Beetle" that arrived in the late 1990's was a change from the old car, this is a little less so--still based on the Golf--but it is a huge change in proportion and style. See the photos for more details, but you'll immediately notice a much higher window line and a more upright windshield--getting away from the "three humps" look of the New Beetle.

The interior is retro, but all-new. However, in another move toward toughness--sorry, no more bud vase.

I learned from my local dealer that deliveries of these new Beetles are weeks away, but you will definitely want to check one out when they arrive.

What's that Thing?

I saw a yellow Volkswagen Thing today. Remember those? Made from 1969 to 1983, the "Type 181" was sold in the U.S. only in 1973-74. They had a short life in the U.S. because of increasing safety regulations--which sent the regular Beetle packing by the end of the 1970's too.

Things were essentially VW Beetles built for a more rugged life--and they looked the part. All the rounded, 1930's styling was banished and replaced by flat reinforced panels. It's almost like someone decided to build a VW out of lumber in their back yard.

They were a continuation and improvement over the Kübelwagen, which was used by the German military during World War II.

Nowadays Things are about as rare as seeing a silver quarter, but they always bring out a smile.

See DasTank.com, the Thing fan website, for much more information.

New VW Beetle Debuts in New York

After more than a million sales globally since 1998, the New Beetle is, well, new again.

See the story from Autoweek here.

My first car was a candy apple red 1964 Beetle. It was falling apart and had been poorly treated, but it ran for a couple of years and was fun to drive.

The New Beetle was based on a concept car and felt a little odd with its huge, extended windshield, but it did its job of keeping Volkswagen on people's minds. Being front-wheel-drive and water-cooled (based on the Golf) it wasn't much like the original car--it was much more powerful, that's for sure. It's bud vase on the dash was cute--and, from what I can tell, was often actually used by owners.

The original Beetle was sold in the U.S. from the late 1940's until 1979 (but elsewhere for longer). Many are still on the road--including a nice blue one down the street from me.

The new 2012 model is a lot different, but still looks familiar. It should be a good driver, and I look forward to slipping behind the wheel of one soon. The bud vase, however, is gone--sorry.

My First Car - a Reverie

I got my first car kind of inadvertently. I was 21 and had just come back from living in Israel for 10 months. My friend Steve Lange had a little red 1964 Volkswagen Beetle that he wasn't using, because he was stationed elsewhere in the Coast Guard. I drove it around for a while and "inherited" it. When his mother said I should pay the man for it, I ended up giving him a big $50, as I recall. But that was a lot more money in those days, and also, VW Bugs were hardly collector's items.

I lent it to a mutual friend and he rolled it on its side, crimping the roof. I ended up running it into the ground--it threw a rod about a year later and I junked it, but it did put me on wheels.

So, when I saw a cute little blue Beetle in my neighborhood (in great condition, too), I was intrigued. I've yet to talk with the owner, but I've seen him out fixing it in his driveway.

Originally commissioned by Hitler and designed by Ferdinand Porsche (yes, that guy), the Beetle was a huge hit in the U.S. from the late 1950's into the 1970's. At one point, I believe it was 1968, they sold nearly half a million here. But, as we all know, Japanese cars, led by Toyota and Datsun (Nissan) grabbed more and more sales starting about that same time, to where when the Beetle finally left the American car stage in 1979--as a convertible only--it was a small player.

The front-wheel-drive, water-cooled New Beetle sells in the thousands every year, and has been on the road for more than a decade now. A new one is coming right around the corner. But for a first car, the original air-cooled, rear-engine (40 horsepower) Beetle was just the ticket. It's little engine buzzed in back, the four-on-the-floor was fun, if a bit notchy, and the cars were built tough, although very basic by today's standards. And, of course, they were deadly in a collision although they were rumored to float if you dropped one in a body of water accidentally.