The Rise And Fall Of The Volkswagen Beetle

The Rise And Fall Of The Volkswagen Beetle


From its dark origins in Nazi Germany to the “Summer of Love”
and the big screen, the Volkswagen Beetle is one
of the most recognizable cars ever made. In its 81-year run, the quirky car sold over 23 million units and left tread marks on
91 countries worldwide. But in 2019, Volkswagen officially
produced its last Beetle. So, how did this tiny German
car take over the world, and has it really met its end? The Volkswagen dates all
the way back to the 1930s, commissioned by none
other than Adolf Hitler. The Nazi dictator wanted a car that the general public could afford. So Hitler tapped engineer and Nazi Party member Ferdinand Porsche. Yes, that Porsche. He designed the Volkswagen,
or “the people’s car.” Jason Torchinsky: Out of
all the ideas the Nazis had, it’s the one non-terrible idea because a cheap car for everybody is sort of the thing that
the Model T was in America and the Mini was in the UK. Narrator: The Volkswagen
Type 1 was a two-door car with an air-cooled engine in the back. Production began in
Wolfsburg, Germany, in 1938. But when World War II started, manufacturing for the
general public stopped. The only Volkswagens made at the time were for military officials. Hitler himself drove
a convertible version. After the war, the British
took over the factory, and within the first year,
they’d produced 10,000 Beetles, because it filled the demand
for cheap and practical cars across war-torn Europe. Torchinsky: Plus it was good on gas, which was still expensive and in short supply in a lot of places. Part of the reason it’s
got such a curved design is to minimize the amount
of sheet metal that it uses. So, it was a resource-efficient
design, relatively. It took a lot of human
power to build them. But that was actually a
good thing at the time because they wanted to give people jobs. Narrator: In 1949,
Volkswagen took the Beetle to the United States, and
it was a massive success. Unlike the big, flashy
cars popular of that era, with their chrome and fins, the Beetle’s modest size and
teardrop shape stood out. Torchinsky: If you look at it head-on, the biggest thing you’ll notice compared to an average car of,
like, say, the ’50s or ’60s, is there’s no big grill. It’s not intimidating in any way. It’s got big, round headlights,
like big friendly eyes. It wasn’t aggressive, it
wasn’t trying to hurt you. It was your pal who was your car. Narrator: Not only was
it cute, it was durable. Announcer: At Volkswagen, we don’t worry about how our car looks; we worry about how it works. Torchinsky: They built
the hell out of Beetles. So many other carmakers coming
into America had problems with their cars just not being built to take the massive scale of America. The Beetle’s engine was
designed to be low-revving. You could drive it flat-out all day and it’s not gonna kill it. Narrator: No one better
catapulted the Beetle to success in the States than
advertiser Bill Bernbach. His revolutionary 1959 ad campaign highlighted the Beetle’s oddball features as its strengths. Marita Sturken: Those ads were very good at giving the car a kind of voice. It’s as if the car is
honest, the car is humble. And it’s talking to you, the consumer, about these new values of conservation, of thinking small and taking into account broader kind of social issues in even in your decision of
what to purchase as a car. Narrator: The campaign was a success. Volkswagen sales jumped
52% in the United States as other European imports dropped 27%. And the misfit car was cemented as a symbol of the counterculture. Torchinsky: If you drove
a Beetle, on some level, you were saying, I’m not taken in by all the excesses of
capitalism, or whatever. So, it made sense that the
hippies would gravitate to it. Narrator: The Beetle
was perfect for hippies. It was the exact opposite of
the cars their parents liked. Plus, it was easy to maintain, and it could last on those
long California road trips. Scott Keough: America was changing from what did the government tell me, what is the truth, what do
I believe in as a person. And the Beetle just threw a
dart right into that place, and (snaps) magic. Narrator: Not to mention it was cheap. A new Volkswagen Beetle
in 1967 came in at $1,600, about 12 grand in today’s money. A Ford Mustang would’ve
cost you about $2,700, or about $20,600 today. Keough: It was an honest,
straightforward proposal. It had a great price. It didn’t over-promise anything. It promised exactly what
it was capable of doing, and that’s why it caught on. Narrator: And then Hollywood stepped in, introducing Herbie the Love Bug in 1968. Announcer: A mind of his own makes Herbie the sole Bug of the love generation. Narrator: The anthropomorphic
Beetle with a big personality would go on to star in
five movie spin-offs. That same year, VW Beetle sales in the US hit an all-time peak
with 423,000 cars sold. By 1972, the 15 millionth Beetle rolled off the manufacturing line, breaking the Ford Model
T’s 40-year standing record for the best-selling car in the world. But soon, the road turned bumpy
for the Beetle in America. In the 1980s, the car couldn’t
keep up with competition from newly introduced Japanese vehicles. But as sales slipped in the US, the VW Beetle found success abroad. Torchinsky: So, in America,
it was pretty much dead, you know, for new cars by, like, the ’80s. But then in Mexico and
Brazil and South Africa and other countries, it
was still going strong. So every time you thought the
Beetle was dead somewhere, it would pop up somewhere else and just kind of keep on going. Narrator: But VW wasn’t ready to give up on America just yet. In 1998, VW did what
they’d never done before. They introduced a
completely new Beetle model. It was called the New Beetle, but technically it more
closely resembled the VW Golf. Torchinsky: It was a sort of a return to fun in consumer design when things had been kind
of beige and rectilinear and straightforward for so long. It definitely made people give a damn about Volkswagen again. Narrator: With fuzzy steering
wheels and candy colors, the car was a nostalgic throwback. And it worked. Kind of. Keough: When you bring it back
now, 30, 40-ish years later, obviously, a lot of competition. We were getting 100,000 units
versus getting, you know, 400,000, 450,000 units back in the ’60s. So, clearly, the market had changed, but it was the right call because honestly it put a shot in the arm
for the entire brand. Narrator: And then, in
2015, Dieselgate happened. The scandal revealed Volkswagen had cheated on emission
tests on their diesel models, including the Beetle. The company paid over $30 billion to settle the case in 2018. Keough: Did it have an impact? Absolutely. And the reason it impact
is we broke the trust. And if you look at what the singular thing the Beetle was so fantastic at: trust. It took millions and millions
of families to school across America, to Woodstock, on and on. And the fact that this
fiasco broke that trust is absolutely the most unsettling thing. Narrator: And the Beetle’s
final lap was not far behind. By 2018, the Beetle made
up just 4% of VW sales. Even with a worldwide
fandom and iconic status, the Beetle just wasn’t
selling new units anymore. In 2018, Volkswagen announced it was ending production
of its storied car. Keough: Why the decision
is made to, you know, say bye-bye Beetle and to end the Beetle is frankly the market
has changed dramatically. Small cars struggle. It’s an SUV marketplace. Narrator: The final 2019
Beetle rolled off the line in Puebla, Mexico, in July 2019. After eight decades, worldwide success, and arguably legendary status, has the Volkswagen Beetle
really hit the end of the road? Torchinsky: I don’t really buy it. I kind of believe we’re going to see another version of the
Beetle down the road, and it’s probably gonna be an MEB electric Beetle at some point, ’cause they’d be crazy not to. Why wouldn’t they do it? Keough: You know, with the
Beetle, never say never. It’s not in our product portfolio. It’s not in our plans. We’re certainly gonna keep
its, you know, soul alive, as I referenced, but the MEB
is a phenomenal platform. We’ve shown a buggy off of that. We’ve shown a bus off of that. We’ve shown an SUV off of that. Never say never.