The VW Kombi - something of a South African cultural asset 
    Mention the word "Kombi" to any South African over the age of thirty years 
    and he (or she) will immediately know exactly what you are talking about: A 
    Volkswagen bus with a rear-mounted engine and seating for eight or more 
    passengers. 

    The very first Kombi in South Africa, a gift to a German malaria researcher 
    who had to traverse Central Africa, landed in Cape Town in December 1952. 
    Soon afterwards, a second one, fitted out as a hunting vehicle/camper for 
    the "father " of Volkswagen of South Africa, Baron Klaus von Oertzen, made 
    its appearance in Port Elizabeth. Both these vehicles were tested to the 
    utmost by their owners across virtually impassable terrain. 

    The arrival in Cape Town soon afterwards of several VW Kombi's on 
    trans-African expeditions from Europe must have been further cause for 
    SAMAD, the assemblers and distributors of Volkswagens at the time, to decide 
    to assemble and market the Kombi locally. 

    In 1955 the first Kombi's (The T1 range, officially named the Transporter or 
    Bus by Volkswagen) left the assembly line at Uitenhage; some of the first 
    consignments were sent to Namibia by rail. Due to the Kombi's excellent 
    ground-clearance and superb suspension it was by then the vehicle for the 
    bad corrugated gravel and sandy roads of the region during the fifties. 

    These qualities of the Kombi also led to the decision of the Union Defence 
    Force (Army) to buy Volkswagens on a large scale. As early as 1957 the 
    Defence Force purchased Beetles and this was followed in 1959 by a �80 000 
    (R160 000) order for Kombi's. Apart from 50 Beetles and 40 standard Kombi's 
    the contract also provided for 20 ambulances and 2 fire-fighting vehicles. 
    These Kombi's, in military olive-green with white tops contrasted sharply 
    with the standard Grey-blue/white finish of the locally assembled Kombi's. 

    The price of the Kombi in 1956 - �674 (R1 348) - made it highly competitive; 
    the small DKW station wagon was much more expensive at �730 (R1 460). The 
    price of the VW sedan of the same year was �569 (R1 138) while the DKW sedan 
    was sold at �700 (R1 400). The price of the imported VW ambulance amounted 
    to �1 025 (R2 050). 

    Not all Kombi's were assembled at Uitenhage; the Westphalia camper edition 
    and luxury Samba model (with 20 windows/panes and sunroof - all in 
    red-and-black finish), as well as the ambulances, were imported directly 
    from Germany. 

    In 1956, Ben Pon, the Dutch Volkswagen dealer, who could be regarded as the 
    "architect" of the Kombi, visited South Africa as the guest of Baron von 
    Oertzen. Being keen hunters they conducted several hunting trips in Von 
    Oertzen's "Jagdwagen" Kombi (which is still being maintained by Volkswagen 
    of South Africa). 

    Very soon the Kombi's were joined by the VW bakkie and in 1959 Volkswagen 
    marketed the first double-cab vehicle in South Africa at �819 (R1 638); in 
    Afrikaans very aptly called "Dubbeldoor" - referring to the double yolks 
    found in freak eggs. 

    The direction of the stream of travellers who crossed Africa from North to 
    South changed in 1960 when a group of South Africans undertook an overland 
    journey to Norway in a South African manufactured Kombi. This was followed 
    in 1962 by a group of Stellenbosch students who travelled to Ethiopia and 
    back in their Kombi - and who had their VW service book in stead of their 
    passports stamped at the northernmost border post! 

    In 1968 the T1 range was replaced by the more modern T2 range, which was 
    fitted with the more powerful 1600 cc engine from the outset. The range of 
    commercial vehicles included the standard Kombi, the more luxurious model - 
    the Clipper, a double-cab, panel van and Westphalia (camper) models. 

    To prove that the new Kombi's were, if anything, as good as their 
    predecessors, VW's Public Relations Officer, Ronnie Kruger, invited a group 
    of journalists on a trip over the Sani Pass and a weekend in The Hell 
    (Gamkaskloof). Although these Kombi's were fitted with limited-slip 
    differentials, the special equipment was not really necessary as they could 
    tackle the inhospitable terrain as easily as their predecessors. 

    At a distance the T2 Kombi, now officially called the Microbus, could be 
    distinguished from its predecessors by the new grey-and-white colour scheme; 
    other colours were available, but only on request. Soon afterwards a 
    1,7-litre model was introduced, followed by a 1,8-litre and eventually, in 
    the late 1970's, by a two litre engine. Only cosmetic changes such as larger 
    indicator and tail lights and a smaller VW emblem differentiated the 1968 
    and the 1979 models. Improvements, which were made, were not visible to the 
    naked eye. 

    In 1975 the Type One Kombi made a short-lived re-appearance on the local 
    scene when a number of these vehicles were imported from Brazil and marketed 
    as the Fleetline. These models were, however, fitted with the more powerful 
    1600 cc engine. A unique economy model also available was a combination of 
    the T1 and T2: A Kombi with the nose of the T2 and the body of the T1. 

    The new-generation T3 range appeared on the local market in 1980. It was 
    still fitted with the proven air-cooled unit but coil springs replaced the 
    torsion bar suspension. A mock grill was added to give the Kombi the same 
    appearance as the Golf, but the basic layout remained the same. The more 
    angular - but at the same time more streamlined design - enlarged the usable 
    space inside the Kombi. 

    The Westphalia camper models were not imported any more but CI Caravans 
    locally built a camper model that compared favourably with the German model 
    in all aspects - and offered more space. 

    In 1983 the air-cooled 2-litre engine of the T3 was replaced by the more 
    powerful and more economical 1,9-litre water-cooled power unit - which in 
    turn was replaced by the 2,1-litre fuel-injection engine in 1986. 

    The four-wheel-drive Syncro made its appearance in 1989 and for the first 
    time a group of eight grownups could brave impassable roads in luxury and 
    space. Many outdoor fans found in the Syncro the space (and comfort) they 
    found lacking in double-cab 4X4 bakkies. Several emergency and rescue 
    agencies acquired Syncro's and these are still in use - despite their age 
    and high mileage. 

    Although the flat-four engines were reliable the need for a conventional 
    in-line engine still existed. The Audi 5-cylinder engine was adapted to suit 
    the Microbus and in 1991 the 2,5-litre Microbus arrived on the local scene. 
    Further development led to the well-known 2,3 and 2,6 buses. 

    A more affordable model, fitted with the very dependable and economic 
    1,8-litre Golf engine, completed the range. Inadequate power output in 
    Highveld conditions led to the 1,8 Volksiebus being withdrawn from the 
    market and being replaced by the 2,3 model. At sea level where loss of power 
    is less, these buses - as well as the Syncro - are still highly sought after 
    on the second-hand market. 

    The new-generation, front-wheel-drive T4 bus has a long and 
    rich-in-tradition series of predecessors that left their mark on South 
    African society. A new, typical African industry developed from this type of 
    vehicle - the taxi trade - still being referred to as "Kombi Taxis". This 
    phenomenon washed over to all the neighbouring states. 

    Even with the new type of bus-taxis envisaged by the South African 
    government, the concept of Kombi taxis shall remain - even though relatively 
    few VW Kombi's are utilised as such. The VW Kombi is primarily a family 
    vehicle rather than a commercial one. 

    It is especially adventurous and outdoor people who will remember the VW 
    Kombi as a cult(-ural) vehicle. A youth leader recently said that the 
    requisite to become a successful Boy Scout or Voortrekker leader is that 
    "he must be adventurous, a bit crazy - and own a VW Kombi"! 

    The Kombi is as much part of South African culture as David Kramer's songs, 
    braaivleis and biltong. 

Text is sent by Tom, South Africa.
Regards
Helmut
'80 Vanagaudi