VW Camper - The Inside Story E-Book

David Eccles

• Herausgeber: Crowood
• Kategorie: Lebensstil
• Sprache: Englisch

Veröffentlichungsjahr: 2020

Beschreibung

This revised and expanded third edition updates the story across six generations of the VW Bus and includes additional information and pictures, including more conversions, as well new information about the very early years and the latest models. Using archive and period brochure images, and photographs of original-condition models still surviving to illustrate the detailed text, it documents the various specifications, layouts, fitments and optional equipment of over forty different conversion companies, from well-known names like Devon and Westfalia, to lesser-known or unusual models such as Slumberwagen and Arcomobil. Since publication of the first edition in 2005, followed by a revised, expanded edition in 2012, VW Camper - The Inside Story has been acclaimed by enthusiasts and lovers of the VW Camper, and has become a definitive guide to the many different camping conversions built on the VW Transporter and Microbus.

Leseprobe

First published in 2005 by The Crowood Press Ltd Ramsbury, Marlborough Wiltshire SN8 2HR

[e-mail]

www.crowood.com

Paperback edition 2020

This e-book first published in 2020

© David Eccles 2005, 2012 and 2020

All rights reserved. This e-book is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.

British Library Cataloguing-in-Publication Data A catalogue record for this book is available from the British Library.

ISBN 978 1 78500 762 0

Some words, model names and designations are trademarked and are the property of the trademark holder. They have been used for identification purposes only and this is not an official publication.

Whilst every effort has been made to ensure the accuracy of all material, the author and publisher cannot accept liability for loss resulting from any error, mis-statement, inaccuracy or omission contained herein. The author welcomes any corrections or additional information.

This book has been compiled with the help and support of the VW Bus community all over the world. Many individuals have lent brochures, taken pictures, provided information and photographs, carried out research or provided contacts, and without their knowledge and enthusiasm this book would not have been possible. In particular I should like to thank:

Michael Steinke Archives, Andreas Plogmaker Archives, Steve Saunders Archives, Lind Bjornsen Archives, Heino Vanska Archives, Rob Kneisler, Jens Zeemans, Geoff Lucas, Malcolm Bobbit, Richard Stainsby, Duncan Fagg, Tom Brouillette, Allan Ward, Paul Price, Justin Warden, Norman Benkert, John Christmas, Thomas Gahl, Paul Trafford, Dave Cantle, Simon Holloway, Nigel Skeet, Barry Carpenter, Peter Cage, Mike Howles, David Gander, Marion Roberts aka Issy, Alan Malone, Glenn Robbins, Jon aka Madmaveric, Tim Lees, Mike Howles, Richard Folks, Neil Smart, Jamie Dorsett, Glenn Robbins, Paul Norbury.

Thanks also to Volkswagen AG, Auto-Sleeper, Bilbo’s, Devon, Danbury Motor Caravans, Deepcar Motorhomes Ltd, VW Camper and Commercial magazine, The Split Screen Van Club, The Type 2 Owner’s Club, Club 80–90 and NEATO for their help and support.

Photography: David Eccles

Additional photographs in the original and revised editions courtesy of: Diana Anderson, Stephen Aylott, Graham Booth, Kevin Brown, Joe Crocket, George Deverick, Scott Doering, Thom Fitzpatrick, Rob Darlington, Larry Edson, Joe Federici, Ian Frampton, Lawrence Gibbons, Tony Hammond, Ben Hayes, David Pickles, Ade Pitkin, Kevin Jackson, Tonny Larsen, Stuart McQuarrie, Mark Merz, Colin Mew, William Meyer, Vince Molenaar, Bill Moore, Alex Muir, Taylor Nelson, Steve Nolan, Kavan O’Connell, Glen Taylor, John Stanton, John Sunderland, Mark Walker, Robert Stolk (Grawomobil), Steve Maddison (Kitcamper, 65 Dormobile), Julian Hunt, (Canadiana, Canterbury Pitt, T3 Jurgens), ‘Thru A Lupe Photographic’ (Canterbury Pitt, Devon Spaceway), Doug Coulson (72 Danbury), Steve Deville (Gardena Gypsy), Ken Cservenka (RHD SO 42), Gaz Evans (79 Berlin), Jorg Hajt (SO 34), Kevin Maddock (RHD SO 35), Paul Shinton (SO 42), Andy Carpenter (SO 44), Natalie Oliver (Syncro Weekender), Chris Hull (T4 California), Adrian Vaughn (Safaré) and Cee Eccles (various interior pictures), Richard Copping Archives, Andrew Thompson (Mobitel) and Richard & Heather Holdsworth.

I should also like to thank any owner, not mentioned above, whose Camper and interior are shown herein, and also those who took the time and trouble to arrange for me to photograph their Camper. If I have inadvertently omitted to mention anyone or credit any photographs please let me know for any future edition.

This book is dedicated to my wife, Cee.

Contents

Introduction

1The First VW Campers

2Adventurewagen

3Amescador

4Arcomobil

5Australian Campers

6Auto-Sleeper

7Bilbo’s Campers

8The Campmobile: VW of America’s Camper Kit

9The Canadiana Vacationer

10Canterbury Pitt Motor Caravans

11The Caraversions HiTop

12Danbury Conversions

13Dehler Profi

14Devon Camping Conversions

15Dormobile

16Eurec Campers

17EZ Campers

18Holdsworth Conversions

19Gardena Gypsy

20Joch Camping

21Kamper Kits

22Karmann Coach-Built Campers

23Mobitel

24Moortown Motors: The Autohome

25Oxley Coachcraft Conversions

26Camping Danish Style: The POBA Camper

27Reimo Conversions

28Riviera/ASI Campers

29Safaré Custom Campers

30The Service Mota-Caravan

31The Slumberwagen

32South African Campers

33Spirit Campers

34Sport Kocijan: An Austrian Alternative

35Sportsmobile

36Sundial Campers

37Searle Carawagen

38The York Motor Caravan

39Syro Kit Campers and Conversions

40T3 Campers (UK)

41Tischer Demountable Campers

42Teca Conversions

43Viking

44Westfalia Campers

45VW California

Appendices

Index

Introduction

Since its introduction in March 1950, the Volkswagen Transporter and Microbus has become an instantly recognizable, classic icon on roads all over the world. Of all its uses, special bodies and variants, the VW Campervan is the most popular and best known, and the VW Camper, in its many different forms, is what is documented and celebrated inside this book.

The book aims to describe and illustrate the various different models and interior layouts used by the professional conversion companies which converted VW Buses into Campers. No book could definitively document every single conversion built over the past sixty years, but this book includes all the main models and conversions produced in the UK, Europe and North America, as well as many lesser known and unusual conversions from other parts of the world. For ease of reference the conversions have been listed in alphabetical order, and, wherever possible, all generations of the VW produced by a company have been described in chronological order within that chapter.

From this book it should be possible not only to identify what make and model a particular Camper is, but also to see what would have been originally fitted in the van. A word of caution, however – things are not always what they seem. Sometimes firms would produce prototypes for advertising purposes, and fitments would occasionally change from those illustrated in brochures. Additionally, many items were optional extras, so what may appear to be a standard fitting may actually be an extra. Couple this with the fact that a customer could also specify addition of units or items from a higher-in-the-range model, or delete items from a standard model, and the notion that all Campers of a particular model and year are necessarily identical becomes questionable. For example, one of the Buses in the book shows an interior with tables that were used for an earlier year, but the customer could not stand the bright orange finish so requested they were changed. This is only known because the original owner still has that interior, but now has it fitted to a later Bus! Then, of course, there is retro-fitting, whereby furniture or items from one year or model have at some point been fitted into a different model or year, so you can have a Devon Caravette with a Richard Holdsworth Roof, or a 1978 Moonraker interior fitted to a 1976 Bus, thus appearing to be an original 1976 Moonraker even though the model was not introduced until 1978! Then there is the fact that items get lost or removed over time, and also that various owners may have carried out updates and modifications to suit themselves …

The table in this 1972 Devon interior should be orange to match the sink worktop, but the customer who bought it new decided she could not stand the orange so asked Devon to substitute it!

In 1967 the only style of elevating roof available from Devon Conversions was the Dormobile version. When the Bay Window model was introduced in 1968, with Devon’s own new style of pop-top roof, the owner of this 1967 Split immediately took his Camper to Devon to have the new style of roof fitted.

However, as far as possible, the specifications and interior layouts described for each model here have been verified by both sales literature and period motoring press articles, and by tracking down surviving examples. So, it should be possible not only to determine what would have been the standard furniture and equipment supplied with a particular model, but also to see what other models in the range consisted of and what options were available for each model. Although there are several basic layouts for the ‘box on wheels’ Camper, each conversion has its own distinctive characteristics, and its own loyal supporters.

Before 1939 motorhomes and motor caravans were heavy, coach-built affairs, and the province of the well-off. The arrival of the VW Bus in 1950 came when Europe was rebuilding itself after the ravages of war, and at the start of a period of rising prosperity coupled with more leisure time. The Kombi model in particular, with its removable bench seating, proved especially popular because of its unique ability to double as commercial load hauler in the week and family leisure vehicle at weekends. Here at last was an affordable vehicle that could be used for work and play.

Advertising brochures over the past sixty years provide a fascinating glimpse into changing lifestyles and fashions, as well as consumer expectations and ambitions, but one thing endures – owning a Campervan provides the freedom to go where and when you please and to get away from the hurly burly of daily life. Living with a VW Bus in particular is more about lifestyle than with any other marque, and although the media perpetuate the myth that VW Campers were owned by flower-waving hippies, the truth is they were, and are, owned by people of all ages and generations, from all sorts of backgrounds and with diverse attitudes and aspirations. There is, however, something special about a VW Camper, and no matter where you travel in it, your Bus will always be a subject of interest and conversation.

1951–67 T1: SPLIT SCREEN CAMPERS

It was Westfalia, back in 1951, who introduced the world to the VW Camper. Their early Camping Boxes were just that, self-contained units that had all the essentials needed to camp in a Bus, and which simply lifted in or out of the vehicle. Their early advertising even highlighted the option of using the Camping Box equipment in the home for house-guests! Other cabinets, such as a toiletry cabinet on the load door, were optional add-ons. By 1955 Westfalia were producing fully fitted Campers and the introduction of SO 23 in 1959 set the standard for others to follow.

In the UK, motorhomes were fast gaining in popularity, but import duties meant many well-established converters used vehicles other than the Volkswagen. Dormobile were among the first UK converters of motor caravans, and their patent elevating roof was available on their models well before the VW received a version in 1961.

Two people are to be credited for the birth of UK-designed and built VW Campers – Jack White, who created Devon campers and first coined the word Caravette, and Peter Pitt of Canterbury Pitt. Interestingly both men set about creating a camper for their own families to use in the same year, 1956, working from scratch. Interest was such that both men went on to set up firms manufacturing their campers. Because of the higher price of imported VWs, the Pitt Moto-Caravan conversion was mainly based on UK marques such as the Austin. Fullscale production of his conversions on the VW base did not really get under way until 1960, though some were built to order from 1956 on.

Devon’s first conversions were available from late 1956, followed by Moortown in 1958 and the European Cars Slumberwagen in 1959. The VW Dormobile did not make an appearance until 1961, and Danbury not until 1964. During the 1960s only Devon, Dormobile and Danbury (and Westfalia of course) were officially sanctioned by VW; other conversions had to offer their own warranty. In Europe and North America the Westfalia ruled supreme but, during the 60s, demand for Westfalia Campers in the US far outstripped supply, giving rise to a series of US campers such as EZ, Sundial and Road Runner, all closely modelled on Westfalia designs and layouts.

Although the Dormobile elevating roof had been fitted to vehicles from 1957, it was not until 1960 that the VW Bus had an elevating roof available as a fitted option, with European Cars offering the unique Calthorp elevating roof. The German converter Arcomobil also offered an elevating roof from 1961, but instead of cutting the roof they used factory sunroof models direct from VW, minus the sliding gear and canvas. In 1962 Devon offered its own Gentlux elevating roof but the newly introduced VW Dormobile had already broken new ground and, by 1963, Devon were offering the Dormobile roof as an option instead of their own version. Although Westfalia had an opening roof hatch for their conversions almost from the beginning, it was not until 1964 that they also offered elevating roofs, either their own pop-top version or the Martin Walter Dormobile roof.

1967–79T2: BAY WINDOW CAMPERS

By the time the new generation of Transporter was introduced in August 1967, with the curved one-piece ‘Bay’ windscreen and roomier interior, the VW Campervan was one of the best known and most popular camping conversions, with elevating roofs becoming the norm along with pull-out (rock-and-roll) beds, which replaced the tiresome laying out of boards. Devon and Danbury had their own pop-top roofs, and Westfalia introduced a new style of elevating roof, hinged at the front, with an integral roof rack at the rear. In 1972 this Westfalia roof changed to being hinged at the rear, with the integral roof rack over the front cab. Holdsworth began converting VWs into campers in 1967, and their Bay models featured an aluminium-sided elevating roof. All elevating roof models had the option of hammock bunks, but the Viking Spacemaker roof, introduced in 1974, created a huge space for sleeping. Fixed high-tops, with full-width upper berths, also began to be popular, and firms like Sheldon offered high-tops and a fitting service rather than a complete camping conversion.

This 1971 Devon has a long elevating roof, something not available from Devon at that time. In fact, it is a Holdsworth roof, fitted for a subsequent owner.

The early 1970s saw an end to the solid wood interiors for most conversions; the new melamine and laminate surfaces, often still in wood look, were cheaper, lighter, and more contemporary-looking.

1980–90THE T3

The third generation of VW bus (often known as the T25 in the UK) marked a significant change in terms of luxury and fitments. It was a very different vehicle to the previous slow workhorses, more spacious and better equipped and designed as a vehicle for the 1980s, bringing together advances in engineering and styling. Camping interiors reflected this, with comfort and style leading the design, and items such as sinks, gas/electric fridges and mains hook-up now essential equipment rather than optional extras. Interior trim and fitments were more luxurious, with swivelling front seats often being standard, giving more flexibility, and interior layouts and fittings starting to resemble luxury caravans or RVs. Furniture and cabinet work used modern laminates and pastel colours, with co-ordinated fabrics and fittings.

The last T3 models in1992, LLE Special Edition, also featured Weekender interior, with rear seat/bed, fold-down table and two single seats. The interior on this LLE is finished in Platinum/Blizzard velour.

Recognizing the appeal of a combined leisure and people carrier market, VW introduced the Multivan, known as a Weekender. It carried top-of-the-range spec and featured moulded plastic sidewalls with a small, integral, fold-up table. The fullwidth rear seat was a pull-out bed and two removable single seats faced rearwards.

1990–2002THE T4

The production of sophisticated motor caravans continued with the T4, with Westfalia taking the lead once more. Famous names like Devon, Dormobile and Danbury disappeared and were replaced by names like AutoSleeper and Reimo. Interiors were often better equipped and furnished than many homes, with microwaves, ovens, showers, satellite navigation and television, and CD/DVD players forming just part of the picture – a world away from the Camping Box or beds that were made up by laying down boards and tables and rearranging the seat cushions. Bespoke interiors came into their own as people sought to personalize and customize their vehicles.

A 2003 RHD T4 Multivan interior; ideal for a mobile office, family day van or weekend camper.

The T4 Multivan was introduced in 1991, a year after the T4 launch, and based on the top-of-the-range Caravelle. Standard equipment included power steering, front door pockets, rear floor-mounted heater, central locking, electric windows and electric heated door mirrors, and optional extras included air conditioning to front and rear compartments and cruise control.

Only 700 Multivans left the factory as RHD models over a ten-year period. The LHD Euro versions were mostly six-seaters (whereas RHD UK versions were seven-seaters) and were slightly better equipped, with an additional slide-out draw fridge under the buddy seat, lockable door pocket on the passenger’s side and passenger airbags. That apart, the interiors were essentially the same, with grey moulded panelling and hard-wearing vinyl flooring to the rear and carpet to the front cab area. Two easily removable single buddy seats facing rearwards were fitted behind the front seats, and the full-width rear rock-and-roll seat folded flat to form a huge double bed, with the combined shelf at the rear. A flap-up side table was seamlessly moulded into the side wall, along with cup holders, and a 12V supply was available in different locations. There was also an optional sleep pack (popstud curtains). Whilst not a VW camper as such, it was nearly there!

2004 T5: THE CALIfORNIA – VW’S FIRST CAMPER

As the partnership between VW and Westfalia had ended in 2003, Volkswagen finally decided to produce its own factory-made camper, and retained the name VW California. Built on the new T5 platform, it was based on the luxuriously equipped Caravelle and aimed at the top end of the market. It was available, initially only in LHD, from October 2004. VW set up new premises at Limmer to kit out the interiors, which featured many innovative design touches such as chairs stowing in the tailgate and even a fully electric powered elevating roof with full-width bed. Demand was such that RHD California models became available in 2005. The VW California, the first VW factory-built camper, has already become highly sought-after despite its hefty price tag. In 2005 a more basic version called The Beach was introduced, with manual elevating roof, double bed and roof bed and storage; RHD versions were not available until 2010.

The California, introduced in 2004, was the first camper actually built and kitted out by the VW factory.

2015

T6: The VW Ocean

With the advent of the T6 generation the name California became the designation for VW’s Camper and Beach models, with the full camper version now being called the Ocean. In 2018 a new VW motorhome built on a Crafter base, the California Grand, joined the range. Whilst the T6 Ocean was essentially the same as the previous T5 California, it benefitted from a host of new driver safety features and a new, cleaner engine, as well as sleeker looks that draw on passenger car styling.

New additions included a rolldown front panel of the roof canvas, a dimmable LED lighting system for the pop-up roof and tailgate, a clever multi-functional holder for the rear compartment incorporating a cup, ashtray and towel holder all in one, and a new system of pull-out blinds for the front screen. A new optional pump shower tap sited in the rear was also available.

The cab area was also redesigned with a new style of dash and steering wheel and swipe screen infotainment system. Later changes were a new style split glass lid for the hob/sink, and LED lighting in and around cupboard units.

2019

VW’s T6.1 California Range

In 2019 VW launched two versions of their camper on the T6.1 base: the full on, high spec version with electric roof, still called the Ocean, was joined by a more budget version called the Coast, fitted with a manual elevating roof. The Coast replaced the Beach for the UK market. For Europe there were now two new versions of the Beach, both with bench seating for three in the rear and manual elevating roof; the Beach Camper features a foldout kitchen in the sidewall, whilst the Beach Tour has twin sliding doors.

Four generations of the California.

POSTSCRIPT

Around 2010 things began to change significantly on the VW camper scene. With the spiralling prices of older campers, people began to look for cheaper alternatives, many converting former panel vans themselves. The T5 provided the ideal base, and many VW-based T5 campers today started life as the proverbial ‘builder’s van’. Significantly, however, from 2010 to 2019 there was a huge rise in the number of smaller, professional converters specializing in turning new and used VW transporters, kombis and microbuses into campers. Each offers a bespoke service, either built totally to order, or offering a choice of base layouts with customers able to specify fabrics, colours, trim, fittings and equipment. There are currently over 100 firms in the UK like this offering VW camper conversions on the T5 and the T6 base!

A roll-down opening front panel in the roof canvas for the T6 brought a whole new dimension to using the roof bed.

1

The First VW Campers

Most people assume that it was Westfalia who pioneered the way with converting VW buses into campers, but whilst Westfalia certainly produced the first production-line kitted-out camper (in 1955), and introduced the removable Camping Box in 1953, paving the way for what was to come, the story of the VW camper really starts in 1951.

1955 Westfalia Export, the eleventh-oldest known Westfalia camper and the only export model in original condition still on the road.

In late 1950 VW began producing a special in-house magazine for dealers entitled VW Information to show dealers a range of different possibilities of converting transporters for many varied and specific commercial uses (later to be known as SO models). By March 1951 this evolved into showing pictures, mock-ups and conversions carried out by dealers, such as a bread delivery van, livestock transporter and a Meisen ambulance. The November edition carried two small pictures of a camping conversion referred to as a Wohnwagen (caravan). It is likely that this was a factory mock-up to show possibilities: it featured a large rear cupboard/storage unit, a bed/seat running under the side windows to meet the rear bench seat, and press-stud curtains. Were the Westfalia Camping Box and the later Export influenced by this?

The first known camper to be exhibited was created by Hans Knoebel (one of the Westfalia factory owners), who created a one-off fully fitted camper, shown at the Frankfurt Motor Show in 1952. This camper had been built specifically for Erna and Helmut Blenck, and was based on their ideas; subsequently it was then used for their overland journey around southern Africa in 1953. However, Westfalia did not follow this up by producing more: instead Herr Knoebel set about designing a removable camping interior, so that a bus could be used flexibly for both work and leisure. This new ‘Camping Box’ was unveiled at the Frankfurt Motor Show in March 1953.

Images of the interior of a Wohnwagen from a 1951 edition of VW Information.

The Frankfurt event in 1953 also had two identical transporters fully fitted out as campers on show; designed as multi-use holiday vehicles, they were described as ‘exhibition studies’. Gute Fahrt magazine covered the story:

This vehicle is not in production! It is just an experimental vehicle from the factory that no one can buy. Not yet we think. … There is everything except a flushing toilet … the designers have tried to provide everything necessary right down to a corkscrew … all furnishings can be removed with a few handles so that the vehicle can be used by a business during the week.

The Blenck’s camper touring South Africa in 1953; it was exhibited at Frankfurt in 1952.

The 1953 Reisewagen in day-mode set-up – note the gas bottle on the cab floor, a folding chair and the cushioned side seat.

The Reisewagen set up for sleeping. The sunroof can be clearly seen.

The cover of the magazine has a lovely period picture of a lady in silk pyjamas and full make-up, leaning over the front seat using the cooker, sited on the seat base. Known as the Reisewagen, or ‘holiday vehicle’, these had been built specially for the 1953 Frankfurt Motor Show on the orders of Herr Franz Schroedter, the architect/art director responsible for the scenery and set designs for the show. Two brown/beige sunroof, eight-seater microbuses had been specially kitted out and converted to show people the possibilities for a leisure/camping car, and were displayed side by side in the Volkswagen Hall, in a corner of the VW stand. The cargo doors and passenger door had been removed to allow the public to see properly inside: one camper was set up for daytime use (cooking, washing, relaxing), whilst the other was set up for night-time use with beds for three people. The third bed was above the normal night conversion beds and the driver’s seat, and was created from the backrest of the ‘living-room’ bench seat.

The cover of Gute Fahrt for April 1953. Love those pyjamas!

Page spread from a 1953 VW Information magazine showing the staging for the VW stand at Frankfurt. The two Reisewagens are pictured, as well as part of VW’s bus display, and the crowd watching a 3D presentation from VW.

A 1955 Special Interiors brochure included three other pictures of the 1953 Reisewagen camper concept. Here is the pyjama-clad lady again in an action shot showcasing the washing facilities!

The interior, all set up for camping, can be seen more clearly in this image. There is even a bottle of coke in the cupboard by the cargo door!

The cooker was positioned on the front seat, and its propane gas bottle simply placed in the footwell on the cab floor. Furniture included a sink with fold-up mirror sited inside behind the rear cargo door, seating under the windows opposite the cargo doors with storage under, and a wardrobe accessed from the living area. A large cupboard sat on the rear deck, the doors of which also had built-in shelves and storage areas. Displayed with cooking utensils, bedding, glasses and crockery, the campers were apparently a magnet for crowds attending the show!

What happened to these two exhibition campers is not known, but clearly they were ahead of their time as it would not be until 1955 that the first fully equipped/fitted out production-line VW campers appeared, with Westfalia’s ‘Export’ model.

Interestingly, however, the 1953 Reisewagen makes an appearance again in a 1955 brochure entitled VW Transporter: Interior Equipment, which showcased a range of special models.

The 1955 brochure also showed the 1953 camper being appreciated by visitors at the Frankfurt show (is that the same model now in clothes?).

The interior of the Westfalia 1952 Blenck bus also appeared in the brochure.

A 1954 Deluxe built to order as a hunter’s camping car, with a striped tent awning similar to Westfalia’s version and L-shaped upholstered seating, curtains, storage cupboards, a small table and even gun racks.

Amongst images of ladder trucks, glass carriers, a mobile cinema, a life support pod and mobile shops, we find some campers, including the Reisewagen. The same lady in striped pyjamas appears, posing at the sink cleaning her teeth, and there is an interior shot, along with another picture of the camper with people sat in it, all of which must have been taken at the 1953 Frankfurt Show. Also shown is a picture of the inside of Blenck’s 1952 camper, and a Samba with upholstered L-shaped seating, storage cupboards and a striped tent awning, which had been built to order for an Arabian sheikh as a hunter’s car – hence the inclusion of gun racks!

THE FIRST VW CAMPER?

This 1951 ‘Barndoor Bus’ is one of the first, if not the first, professional, fully fitted camping conversions, and predates Westfalia’s first fully fitted Camper by just a couple of months. It is certainly the oldest original condition VW Camper to survive, and, as such, is a piece of living history, as it is still used today, instead of residing in a museum.

Built in May 1951, on chassis number 20-13280, it was delivered to a car dealer in Dresden, East Germany, with no interior seating but with windows fitted. The dealer then had a professional Dresden Karosserie (coach-builder) convert it into a Camper in early 1952. The fitted original roof rack is similar to the very first Westfalia ones, in that it is bolted directly onto the roof using the internal bracing struts. The interior was well appointed and luxurious for its time, consisting of three wooden box units to form a U shape, much like the early POBA kits (seeChapter 25). The bench seat behind the bulkhead hinges up to reveal a built-in sink and two-burner cooker, and at one end is a section specifically designed to house the gas bottle. The sink has a waste-water outlet but no tap or pump. The rear bench seat also houses the fitted petrol heater and its controls. There is a storage unit above the engine compartment and a sleeping mattress lays on a board above the engine to form a roomy child’s bed. The cabinet work is wellcrafted in solid oak. The upholstery is believed to be the original fabric, with PVC edges; though a little worn, it is still in good condition. The seat back cushions are mounted on boards, which simply lay between the front and rear units to make up the bed. Matching fabric panels have been applied to the side walls and load doors, with a matching roof border trim. Headliner has been fitted and there is an opening roof light, also with matching fabric trim, and a circular roof interior light. The curtains are all mounted on metal rods, one for each window. In 1952 this was camping in style!

Cushioning has vinyl edges – a very modern touch. Storage lockers for kitchen and toiletry equipment are sited in the front bench.

The opening roof light has matching trim, but obviously is not watertight!

The seat lifts up to reveal a washing bowl and cooker; the original East German cooker did not comply with EU fittings and regulations and has been replaced.

A petrol heater is sited in the rear bench unit; the original heater controls and heat outlet are on its end panel.

Over the next nine or ten years the Bus was used as a Campervan and during this time the vehicle changed hands twice. The third owner was a fire chief in a small village outside Dresden. He acquired the vehicle in 1962 and used the Bus as his personal transport and as a Camper, but he also used it for work. The Bus was used to haul a Volkswagen-powered water fire pump on a trailer to fires in the surrounding areas and also doubled as carrier for the fire crew.

The fire department used the vehicle for the next twenty-five years, until the death of the fire chief in 1987. His widow donated the Bus to the local fire service museum, where it was displayed for the next fifteen years until it was put up for sale to make way for another fire truck exhibit. Maurice Klok, from Classic VW specialists Kieft en Klok, acquired the Bus in 2002 and upon getting the vehicle back to Holland he simply put engine oil in (previously it was dry), filled it up with petrol, connected a new battery and the Bus fired up first time after standing for fifteen years!

In September 2002 Richard Burrows bought the Bus from Kieft en Klok and it arrived at Harwich docks, in England, on 30 September 2002. In the first two years after acquiring the Bus, Richard and his family covered over 5,000 miles (8,000km), including a trip to Bad Camberg in 2003 and a two-week tour of Holland and Germany, which took in a visit to the Bus’s birthplace in Wolfsburg. He has found the interior to be both practical and comfortable, although the old East German cooker has had to be upgraded, as the East German fittings and connections were not compatible with European Standards. He has also replaced the slow 25hp engine with a later 1300cc Beetle unit. Apart from that, everything, including the gearbox, is original and Richard plans to keep the Bus running for as long as possible before having to do any restoration work. Forty-three years on, this VW Camper is still doing exactly what it was designed for – giving a family the freedom to travel and camp in comfort.

Travel/living mode. Everything stores neatly in the simple three-storage-box seat arrangement.

Seat cushions lay out to form a roomy double bed.

The nickname ‘Barndoor Bus’ is because of the very large engine lid fitted on pre-March 1955 models. Note the flashers discreetly added to the bumpers for extra safety on modern roads. The roof rack is attached directly onto the roof.

2

Adventurewagen

Back in 1963 a young couple, Ed and Jereen Anderson from California, decided to get out and see the world. They wanted the freedom to travel where and when they chose, and decided that a VW Bus was the ideal vehicle for this. Not liking the conversions around at the time, and wanting something that would be self-contained for travelling off the beaten track, they decided to build their own! And so, in the carport of a motel in Coventry, England, plans took shape and the first Adventurer was born and actually built! They did not want a pop-top roof as these did not give any storage space, nor did they like the typical bed arrangements of the time, which were multi-cushioned sleeping platforms rather than beds. Additionally, many conversions used portable cookers and coolboxes and they wanted a proper cooker and a fridge.

What the Andersons came up with, and built, incorporated a rigid permanent high roof section, a one-piece mattress bed that could be folded away ‘made up’, a built-in propane cooker and fridge, gravity-fed water for a sink unit with drain, a toilet and ample storage.

They spent the next seventeen months travelling in their Adventurer, taking in thirty-one countries and four continents, and covering 40,000 miles (64,000km) in the process. A real Adventure! Apparently Ed had the idea for starting a VW conversion business whilst in the middle of the Sahara Desert, as their Camper was proving ideal, especially for places with no campsites and facilities.

On their return to California in 1965, Ed set about turning his dream into reality and began to build Adventurers, using what had been learned from living in a van for a year and a half. Although some conversions were made on Split Buses as one-off orders, the business did not really get going until 1968 with conversions based on the new generation of Buses. This was a serious Camper, designed and built from experience, using an innovative, streamlined, fibreglass top. It is still possible to get really remote in the US even today, and the Adventurewagen was designed specifically to give people the freedom to explore the wilderness, whilst being self-contained and comfortable. Initially, conversions were carried out in the Andersons’ three-car garage, but soon they expanded into larger premises. By 1971, Adventure Campers Inc. had achieved state-wide distribution through VW dealerships.

However, by 1972 Ed felt the business was getting too big and was unhappy with the way quality was being compromised by high volume sales, so he sold the company and moved to Fort Bragg on the Mendocino coast in California. Just eighteen months later the company he left behind had mismanaged itself into bankruptcy, and so, in 1974, Ed set himself up in business again, now trading as Adventurewagen. He stayed put in Fort Bragg and concentrated on producing limited editions, focusing on quality and design. Between 1974 and 1979 he produced what many feel is the ultimate VW Camper. Sales were largely based on word of mouth from satisfied customers, and, by the time of the introduction of the new T3 (known as the Vanagon in the US) in 1980, Ed had built several hundred Adventurewagens. Although brochures were produced, many Adventurewagens were built to order and tailored to meet specific requirements. Vanagons were used throughout the 1980s, but, with the introduction of the T4 in 1990, Ed concentrated on converting Fords. Finally, around 2003/4, he carried out his last conversion (on a Ford, for himself) before finally shutting up shop and enjoying retirement!

The example featured here is a 1971 Adventurer owned by Larry Edson. The fibreglass roof with sliding window and integral rear roof rack and storage areas is the most obvious feature of an Adventurewagen.

THE ADVENTURER

The Adventurer conversion featured fittings normally found only in luxury motorhomes. Water was pressurized and a mains water hook-up was standard (well ahead of the Campmobiles, which did not have this until the mid-1970s). An Everpure water purification system meant that water was always fresh and safe. A special stainless steel container even delivered gravity-fed hot water at the sink! The built-in propane cooker had a gas tank that would last for six weeks and the electric fridge had a cross top freezer as standard. To run this efficiently, a special heavy duty Trojan air-cooled battery system was installed, consisting of six separate cell modules to provide 150 AH at 12V. Between the front seats was a portable seat with built-in toilet, and a snack table could be fitted in the front cab.

Hot water on tap was a very advanced feature for the time. Note the marbled table and worktops for that luxury kitchen feel.

The roof is one of the most distinctive features of an Adventurewagen, providing a standing height of 6ft (1.8m) with two large, screened awning style windows (which could be left open on rainy days), a wind-adjusted roof vent, with built-in 12V reversible fan, and two extra interior lights. On each side of the roof at the rear were hollow fins for storing fishing rods and gear, with a built-in roof rack between them.

Westfalia influences can be seen in the cooker/coolbox unit with side-attached folding table.

The high roof provides ample storage both front and rear.

Around 1973 a new design full length version of the roof became available to order, with a distinctive ‘whale tail’ profile at the rear and an inset small rear window.

THE ADVENTURER VII

The new T3 was known as the Vanagon in the US, taking the name from VAN and station wAGON. Ed Anderson’s claim was ‘Adventurewagen’s ultimate goal is to produce, without compromise, the finest possible Vanagon conversion’. The conversion was not marketed through the VW dealerships, which enabled it to be very cost-effective, and customers were even encouraged to bring their new Vanagon to Adventurewagen for conversion. The roof was now full length and featured a rear window in the ‘whale tail’. Production was quite limited, with the emphasis on build and design quality and, so sure of the quality, customers were actively encouraged to compare the conversion with the Westfalia! Brochures advertising the new Adventurewagen even compared specifications point by point.

A 1990 Adventurewagen on a Syncro base.

The Vanagon version certainly was luxurious and well equipped. The interior was built of hardwood, using cherry, teak, black walnut or oak, whereas ‘like most products today the Westfalia is basically made of plastic’. Storage space consisted of a wardrobe, shelves, spice rack, notions cabinet, hampers and storage for canned goods, fishing rods, suitcases, utensils and dishes. Privacy curtains screened top, bottom and cab, and flooring was wipe-clean vinyl. When comparing with the Westy the point was made that ‘Experienced RVers who have had unremovable carpet in their first Camper rarely want it again.’ The front passenger swivel seat was standard and differed from the Westy only in that it had access to a special high-intensity reading light. A propane heater was standard and solar panels provided water heating. It was even possible to arrange a camp shower set-up.

The fresh water supply kept the innovative design from 1968 of not using any plastic because of the ‘objectionable taste that plastic imparts to water and because plastic water tanks eventually crack and leak’. Water was carried in an air-pressurized aluminium tank. In addition, the Everpure filtration system ensured water could be safe (or made safe if quality was questionable), as well as taste fresh. Water supply to the sink also had adjustable flow and there was a 13gal (59ltr) holding tank for waste water when campsite hook-up was unavailable.

Given the popularity in the US of large motorhomes, or recreational vehicles (RV), that featured every home comfort imaginable, the Adventurewagen packed all those features into a small vehicle, which could get to places the large motorhomes could not manage. This, combined with a build quality not based on mass production, is what makes the Adventurewagen a bit special and certainly not just another OTW (Other Than Westfalia)! Advertising from the 1970s sums up this unique conversion:

Based on extensive personal experience, the Adventure Camper is geared to meet the special needs of travel and camping enthusiasts. Every day, people looking for compact, portable homes that really are compact and portable, come to Adventure. Adventurers looking toward Alaska, Latin America, Europe and all across the United States seek what the Andersons created – an economical and convenient way of living while travelling. And they find what they need.

The neat Adventurewagen logo is also built into the front overhead cabinet.

1990 Adventurewagen.

3

Amescador

The Dutch company Ames had been involved in the motor trade since 1905, and in 1947 became one of the first VW importers in Holland. As well as sales, they also had a commercial vehicle works where they made bodies and interiors to customer requirements. When people began trading-in their Split Screen VW models for the new Bay Window models and demand for Westfalia Campers began to rise, Ames decided it was cheaper and easier to convert Campers themselves rather than to import the expensive Westfalia versions. Westfalia Campers in Holland carried a massive 35 per cent import tax, but commercial vehicles were exempt. Thus a Panel van or Kombi could be imported, kitted out after being registered and still work out much cheaper than a new Camper import.

The Amescador, as the Ames Camper was known, was built during the 1970s. Three styles of roof were available: the old style Westy pop-top roof; the Martin Walter side-hinged elevating Dormobile roof; or a fixed high top which ran for two-thirds of the length of the Bus from the rear.

This 1970s brochure depicts all three layouts and the three roof options as well as the optional tent awning.

The most distinctive and different design feature on the Amescador Camper was the bed arrangement, which involved erecting a tent extension on the rear so that sleeping was part inside and part outside the vehicle! The spare wheel was moved to a front-mounted carrier to increase interior space, and a louvred side window was standard. There were three layout versions. EA could sleep four to five people and had a wardrobe and storage unit running from the sliding door to the rear, with another unit opposite where the spare wheel was normally mounted. By the sliding door behind the passenger was a sink, hob and fridge unit with a flap-down table on the opposite wall. Around this were a rear bench seat and a single seat behind the driver. The table could be used outside by attaching it to the fridge/hob unit and fitting an extending leg. HA was very similar but designed for two people. The four to five person AA version had the cooker/sink by the end of the rear bench, with a dinette style facing double seat and a table between. The upholstery for all models was finished in bright modern check fabrics, complementing the exterior colour, with matching curtains and covers for the cab seats.

By the late 1970s Ames moved over to installing Westfalia kits on imported commercials, adding their own badge and logo to the vehicle. With the European Union expanding, and trade restrictions easing, Dutch people wanting Campers were now able to buy T25 Westfalias at competitive prices; although some LTs were converted into Campers by Ames, the easily available imported Westfalia Campers meant the demand was no longer there and production of the Amescador ceased.

The Amescador conversion featured here is owned by Cor Zeemans, from Holland. Built in April 1975 as a nine-seater Kombi, it was originally a bulkhead model, and exported to Holland to the Ames dealership. It is not known if it was used as a minibus, but the registration papers from 1976 show that by then it had been converted to a Camper, which involved removal of the bulkhead to create a walk-through interior, the fitting of a Westy pop top and an interior refit using the EA layout with the cooker and sink unit by the loading door. Microbus parts and trim such as the rubber strip on the bumpers were also added to upgrade the basic Kombi spec.

Very few Ames conversions survive, which makes this even more special. The logo on the cab door is the hand-painted version, as opposed to the vinyl stickers that were used later. Originally there was also a sticker on the front under the windscreen to match the one on the rear tailgate, but that has now gone due to rust repairs necessitating some repainting. The Bus is in very sound condition and has required little work other than attention to the front panel, a dent in the cab door, and repainting the bumpers. The dash had to be replaced with a padded version because the original dash had been hacked about to fit a radio. A Brink (Dutch brand) towing hitch has also been fitted.

For the tent extension a frame holds the tailgate in position and supports the base.

The frame support for the wooden base as viewed from underneath.

The tent is draped around the frame and held in place with guys, as can be seen in the close-up shots. Note the ventilation ‘windows’ on each tent side.

The large sleeping space can be more easily seen without the tent in place. Note the shaped rear side cabinets to maximize sleeping width.

The rear side cabinets have open storage areas underneath – perfect for those bedtime accessories like a torch!

Matching fabric seat covers are part of the Amescador look.

An Amescador name badge is affixed to the rear tailgate above the handle.

An Amescador logo is painted on the front cab door; later models had a vinyl sticker.

The rear view shows the layout arrangement clearly, and the open storage shelf above the rear deck. The modern-looking bright upholstery, with matching curtains, is fully original and very different from the browns and beiges found on many UK Campers during the 1970s.

The table can also be attached to the sink/cooker/coolbox unit for use outside or with the optional side awning.

The rear seat, table and extra board lay flat …

… to form a second double bed.

4

Arcomobil

Arcomobil Campers were established in Stuttgart, Germany, around 1960 by Arnold Mehl, initially using bulkhead models. It was very much a family business with wife Erika Mehl even appearing in their brochures! They produced high-quality cabinet-built conversions and Arcomobil Campers were also among the first to offer an elevating roof for a VW, the design of which is distinctive and unusual. Elevating roofs were fitted to sunroof Buses supplied by VW, minus the canvas and sliding gear; no roof cutting was therefore necessary and so the full VW warranty applied. When raised, the roof moves forwards and up, so there is an overhang at the front, and fold-up wooden sides secure it in place. Another version had an easily removable boat-shaped high top, which also fitted over the roof hole in factory sunroof models, but it is not known if any of these still exist. Wood panelling and headliner, like that used by Westfalia, were standard and the spare wheel was front mounted to create more interior space. The company prided itself on tailoring or adapting their interiors to customer requirements, including the type of wood used or specially designed cabinets, but there were three basic interior layouts – the Arcona, Arcona C62 (with a traditional dinette layout) and the Arcomobil Pullman. All were available in fixed roof or elevating roof formats. A self-install kit version of the interior was also available, known as the Aria. As well as VW base units, Arcomobil also converted Ford, Mercedes, Tempo, Citroën and Renault vans.

The 62C model was a non-walk-through version with the cooker sited across the front bulkhead.

Frau Mehl can be seen in the top picture; the detachable boat-shaped fixed-roof version can be seen in the lower picture. The caption translates colloquially as ‘For all lovers of the great outdoors.’

Early versions had the cooker across the front bulkhead, with a single seat behind the driver and a washing unit by the load door. A wardrobe was sited just inside the rear load door, with the rear bench seat and table making a traditional dinette arrangement.

The Pullman, introduced in 1964, used the walk-through layout. Behind the driver was a hanging wardrobe; to the side of this was a large crockery and utensils cupboard, on top of which the cooker was mounted, facing towards the load doors. A single toiletry cabinet was sited by the front load door. A bench seat, with storage underneath, ran under the window to meet the rear bench seat, also with storage underneath. A swivel table, mounted on the under-window seat, allowed for a variety of table positions. An alternative layout had the under-window seat running full length to the rear bulkhead, with a single seat sited opposite, just inside the rear load door. With this arrangement the table was mounted at the rear between the single and bench seats. Extra storage was in the rear roof cupboard, on top of the wardrobe, and around the elevating roof. An open-slatted, useful storage unit was also mounted on the rear load door.

The Arcomobil shown on page 19, owned by Matthias Meyer, was built in 1965 and is a Pullman C model featuring the rear bench seat/swivel table mounted on the window seat layout, and has all the original crockery and utensils that were originally supplied with it, including a filter coffee maker.

Another view of the unusual high roof option (and Frau Mehl); the rear window is just visible.

Matthias Meyer’s 1965 Arcomobil Pullman.

The walk-through cab on the Pullman version is a very useful feature.

By mounting the spare wheel on the front, extra living space is created inside.

The roof has a small window in both the front and rear sections.

An open storage unit is sited on the rear load door. Note the birch panels used throughout.

Beneath the cooker is a crockery and utensils cupboard; the crockery and utensils set here is the original supplied equipment – even then, a filter coffee maker was an essential item!

The swivel table is mounted on the side seat base. There is also storage space beneath the seating and above the windows.

Wood panelling is used throughout.

1967 ARCOMOBIL PULLMAN D

The 1967 model pictured on this page follows the standard Pullman D, with full-length side seat under the windows, single seat just inside the load door and rear-mounted table sited between them. However, it has some interesting differences, which the original documentation shows to be due to the customer’s own requests. There is no spice rack and the toiletry cabinet has been adapted to fit the cooker, which is mounted on top of the ‘toiletry’ unit by the load door instead of on the large kitchen cupboard. The top of the unit flaps over the walk-through section to meet the matching Formica-topped kitchen unit, making a large, L-shaped work surface area. Another special request was for a small pouch to hold two camping chairs fitted on the side of the unit, and the customer also specified black leatherette upholstery and specially chose the vintage car material to cover the bed cushions. He also requested the cab seats to be fitted on slide rails for adjustment. A standard option was a hanging light and shade with interior sockets allowing for several locations, and a long flex to enable outside use. The whole bus is still in nearly new original condition, including the curtains and the bespoke interior fabric used for the seat covers.

1967 Arcomobil.

The distinctive interior of the Pullman D has this unusual caravan style of U-shaped seating/table arrangement.

The folding camp chairs, with a special storage pouch on the side of the cabinet, and black upholstery were additional items specified by the customer.

The hanging light (with original 1960s shade) has several plug in points to give maximum flexibility.

The wooden sided roof overhangs at the front.

The cooker is housed in the top of what is normally the toiletry cabinet. This was another adaptation specified by the customer.

The cooker unit lid flaps over to join to make a useful L-shaped worktop area.

The vintage car fabric to cover the bed cushions was specified by the customer.

The wardrobe is sited behind the storage cupboard/worktop. Note original 1960s first aid box.

BAY WINDOW MODELS

The Bay Window Arcomobil campers kept broadly the same caravan-style, U-shaped bench seating round a table in the rear layout as used on the Pullman D; and the same elevating roof design, with distinctive rear overhang, continued, although a slightly longer version without the overhang and which lifted straight up was also available.

When Gerhard Grau took over the business from his father-in-law Arnold in 1971, he renamed it Grawomobil (Grau Wohnmobil). The interiors were similar to the Pullman D but mainly built to customer specifications, including choice of wood used, making them much more expensive than Westfalia versions, and only around 600 were actually produced. Production ceased circa 1979, but Arcomobil elevating roofs have been seen on early T3 campers.

This 1972 model has a different style of roof that lifts straight up.

A 1976 Grawomobil with the overhang roof and optional special paint scheme.

1977 GRAWOMOBIL

The 1977 model featured here is owned by Dutch couple Margreet Abbenes and Ronald van Eijk, and all the interior fittings are intact, including fitted optional extras of Electrolux fridge and Trumatic 2300 heating system.New cushions and curtains and new cab seats and door cards are the only alterations to the original look. An original Grawomobil front roof rack has also been sourced.

By the sliding door is a coolbox/sink unit, with an extension flap worktop.

The interior layout still features caravan style U-shaped bench seating round a table in the rear.

The cooker is housed in a unit behind the driver.

The seats lay down to form a full-width double bed.

Access to the large hanging space behind the cooker unit is from the side.

The front roof rack is a genuine Grawomobil part.

5

Australian Campers

In 1958, at the same time that VW Australia was formed, Lanock Motors, an Adelaide-based VW dealership, began marketing a camping conversion known simply as the VW Kombi Van Caravanette.

The conversion was very well appointed, containing a spirit cooker, icebox fridge, wardrobe, water tank and dinette style seating that laid out to form the bed. Storage was ample. An optional tent awning was also available. Very few of these have survived, but the 1958 model pictured here, owned by Bill Moore, is in almost fully original condition and has been lovingly restored.

The interior has original curtains, upholstery and cabinet work, all in excellent condition. Cupboard units were painted white with varnished wood doors.

The spirit cooker is housed in a metal-lined section of the cabinet for safe use.

The only item still to source is the original brass sail track so that Bill can get an original striped annexe made up for it. The Bus was in fair shape when purchased, except for sills under the doors that were replaced, holes at the front for a non-original indicator set-up and flared rear guards to cover wide rims. It was originally the one colour, but Bill decided to two-tone it, using a local GM brown. The Bus is affectionately called the Paddle Pop, which is a local two-colour ice cream in Australia.

The original motor and gearbox were rebuilt and Bill has just added flashers at front and rear, due to ‘too many clowns never looking for semaphores!’ The original semaphores are still wired up and work, however.

The example pictured here dates from 1959 and is owned by Rob Darlington, who plans to restore it. Still in its original colour of Mango Green, most of the interior is intact, although in need of lots of work and TLC!

The Camper requires a full restoration both outside and inside, but will be well worth it as so few are known to have survived intact.

Sometime in the early 1960s bullet style indicators were fitted as an upgrade, and mains hook-up and 240V interior lighting and power points were added. It has some differences from the 1958 version in that it has a sink unit where the cooker was and a door-mounted cabinet for the cooker; other than that it is essentially the same.

Two bench seats were arranged dinette style round a table, which lay down between the seats to form the bed. In this version, inside the front loading door at the end of the bench seat, was a sink unit with a manual pump tap and the cooker was mounted on the rear load door. Just inside the rear load door at the end of the rear seat was a large wardrobe with a light at the top above the door, with a mirror mounted on the side above the bench seat. The gas bottle was stored at the bottom of the wardrobe with a flexible pipe to supply gas to the cooker. A chrome rail was fitted above the mirror. In the rear were two storage cabinets, a large one and a smaller one at the very rear. Opposite these was a metal-lined coolbox with a locking handle and ice tray complete with drain hole for placing a bag of ice (readily obtainable at most service stations) to keep food fresh and chilled. Upholstery had cloth one side and vinyl on the reverse and all units were painted in white, whilst the doors for the units were plain varnished wood.

The headliner is wood ply, like early Westfalias. Note the light above the wardrobe door.