1953 Volkswagen Hebmuller Beettle
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Description
Why does one Beetle become more precious to us than another?
It would have to be one that we attach special significance to beyond its simple value and age. It must have certain appeal because it represents a special time or era, an event, a beginning or an end. It would need to stand out as exceptionally different from other Volkswagens, unique in some special way. It would be best if it was recognizably different enough so that anyone could appreciate its uniqueness.
Imagine that after identifying this very special form of Beetle we could further classify a particular example as solitary. Most of us that have played with Volkswagens have come to appreciate the rare ones. The 1967 was a transition year as was the 1953. Both of these vintages are difficult to restore because we are now loosing restorable examples and “correct” usable parts are becoming ever more difficult to find.
For a moment let’s focus on the ‘53 Beetle. Volkswagen was transitioning between the early “Split Window” version and what would eventually become the “Oval” Era Beetle. During this process hundreds of changes were being implemented in both the mechanical components and the appearance of the Beetle’s details. In that transition period between late 1952 and 1953, especially the dashboard and the doors, were considerably altered and all of the switches and components with them. This period Beetle is affectionately referred to as the “Zwitter” (ironically, German slang meaning hermaphrodite). Of late, enthusiasts pay premium prices for these parts based on (lack of) supply and demand. Volkswagen would adjust most of these Zwitter parts (replaced may be a better word) shortly after 1953. Even many hardcore Beetle fans are not aware that the dashboards in the early Ovals were also the same as the Zwitter but received some adjusted switches. These dashboards were unique pressings that were only used for a few months before being updated.
Let’s compound this rare version 1953 VW with yet another factor. What if it was a cabriolet? And what if that cabriolet was the very rare roadster version Type-14. These were designed and built for Volkswagen between 1949 and 1951 by Karosserie Hebmüller the German coachbuilder. The approximate number of these Roadsters ever built is about 700.
Were any of these built after 1951? Yes.
Sadly though, Hebmüller would not continue building the few remaining Type-14 roadsters that were constructed in 1952 and 1953 because of their relationship with Volkswagen.
In July of 1949 shortly after they began production of the Volkswagen roadster, and only months before their 60th anniversary, a fire consumed the factory and offices where the VW 2-seaters were being produced. Official documents recently located reveal, in part, the following:
7/27/49
Report
Concerning the visit to the Hebmuller factory between 7/24 and 7/26/49
After the fire, damage was assessed with Mr. Schmelzer and Mr. Hagemann (Hebmuller) as well as with Mr. W. Schick (VW), and it was determined that the following items belonging to VW were burned or destroyed:
Type 14 body shells 33
Type 18 body shells 2
Chassis 2
Police patrol cars, complete 1
Carpeting 6 rolls
(partly burned)
Of the tools for types 14 and 18, only 3 wooden tools were burned, while steel tools pile up on the floor of the storage areas, since only the shelves were burned. Apparently, those tools were not damaged, but once again a final assessment will only be possible after close inspection.
82 Type 14 chassis were undamaged, and after conferring with Karmann in Osnabrück, it was agreed that 40 chassis for the production of type 15 would be shipped there. Loading charges will be borne by Hebmuller, whereas VW will assume the cost of transport. This step was necessary to ensure that a normal production sequence can take place in the confined production facilities at Hebmuller's.
Short of a miracle the assembly line was somehow back up and running in only two months. During the interim period production slowed but never ceased.
A number of factors lead to an insurmountable economic burden for the Hebmüller Company. Without assistance from Volkswagen they could not overcome their plight. Volkswagen was having some difficulties of their own and when assistance was not given the production of roadsters dwindled to nothing by the spring of 1950. When the two companies could not work together Volkswagen determined that their roadster version sport-cabriolet should be built by the Karmann Company. Karmann was at that time building the 4-seater cabriolet that we are all familiar with and Volkswagen wished to transfer the 2-seater project to them.
But was that what Karmann wanted?
Karmann Karosserie was not in position to immediately begin a new production line of convertibles. They were busy building production of their 4-seater which was gaining popularity with the public. It was also a difficult year to meet their current production quota because of material shortages in Germany. Whether or not Karmann began construction of any 2-seaters in 1951 when the remaining parts were later secured from Hebmüller none were ready for release until May of 1952. In that month an even dozen were completed at the Osnabruck factory. Because these were built from previously manufactured parts the remaining examples of these Karmann built “Hebs” reflect various model changes.
It is unclear just how many more Roadsters were built by Karmann Karosserie. When we say that approximately 700 total were originally built it is because we cannot be conclusive as to the actual number. Volkswagen historian, Dr. Bernd Wiersch, sent me a document copy that had surfaced in one of his researches only a few weeks before his retirement. This document had some of the serial numbers for the Roadsters built in 1952 in type with a few more numbers handwritten in. These handwritten numbers appeared to be for later Type-14 Roadsters. I have since shared that copy with Peter Scheppens of the Hebmüller Registry. Most other historic references include one more Type-14 built by Karmann later in December of 1952 and then another one in February of 1953.
Though perhaps not the definitive answer to which was the last Type-14 built?, comes from the exhaustive part-by-part chronicle of VW changes the book “Volkswagen Beetle, The Car of the Century” by J. T. Garwood. On page 280 he lists [“L” for Late or Oval type] “L1953 BODY-CONVERTIBLE HEBMULLER /
ONE 1953 TWO PASSENGER CONVERTIBLE WAS BUILT. IT WAS THE LAST ONE.”
This Heb is clearly not the February car which is earlier commented on in his book. Noted for his tenacious research of Volkswagen archives we have to ask where did he get his information if not from VW records?
It makes perfect sense that VW would have an Oval Roadster built in ’53 but also that they would discontinue the Hebmüller Roadster altogether in ‘53. Why?
The first point is true because Volkswagen had orders to fill for the Type-14 and even though they were having difficulty with the new model transitions, especially as these applied to the Roadster, they were obligated to work these out or concede the project not doable altogether. They had a great deal invested in this project both R&D and advertising. In a final agreement with Hebmüller concerning the Roadster project a memo transcript reads:
“The contract provides that Mr. Hebmüller has to provide us with a complete set of all drawings. In this context, he wanted to include the claim that if Volkswagenwerk were to construct a convertible from his drawings at a later time or have it be constructed by a third party, we would have to pay him a royalty. We rejected this claim. After paying so much for the tools, we could not possibly grant him a royalty on top of that. In addition, Volkswagenwerk has invested a considerable amount of intellectual work in the Hebmüller convertible, and an exact reproduction of this type is practically out of the question.”
Nevertheless they tried.
But there was an unforeseeable solution to the conundrum already in the works.
Karmann Karosserie was working on a project of their own. It was always the strong desire of Wilhelm Karmann to build a car of his own. Something unique, edgy. In an almost clandestine move to produce his dream into reality Karmann, without permission or assistance from Volkswagen unveiled the “Karmann Ghia” coupé in late 1953. In effect they had pulled VW from the fire. Their VW based design was gratefully accepted and became the new Type-14. In fact to prove that a Karman Ghia supplanted the Hebmüller is that the Ghia coupé was designated by Volkswagen a Type-14.2 and the later Ghia convertible was designated a Type-14.1. Released after the coupé.
For me, taking on the Oval 1953 Hebmüller Type-14 Roadster as a virgin build was a huge undertaking. I really wanted this Heb to be completely unique from the others. What better way to begin the project but to start where they left off! I really wanted to build these Roadsters exactly as they were and producing the components alone was an eight-year undertaking. The prototype, which proceeded the 1953, but has remained just a Guinea Pig, was novel fun. But this project was one I never fully comprehended until it was too late to turn back.
Recreate the 1953 Oval Heb’… What was I thinking!
Countless hundreds of hours have gone into the doors and window mechanisms of the ‘53. The Hebmüller parts I reproduce along with those manufactured by Dr Dirk Hortig of Blech-Manufaktur are used to reconstruct original Type-14’s and one of my customers has one of the late Zwitter Type-14. When I asked him how the doors were constructed on his Heb he said they used the earlier components. That was the conclusion we had come to after multiple attempts at modifying the ‘53 doors and parts. We were virtually walking the same path as the original craftsman at Karmann.
Rounding out the model year was important because I wanted this historic vehicle to reflect what was new for 1953. Probably the paint is the first obvious difference. It is the one-year-only L-35 Metallic Blue used the second half of ‘53. It is one of the first metallic’s used at VW and when we realized the complexity of this paint color we could understand why they only used it for a year. It is difficult to hit the right nuance of tones now. I’m sure it was an overwhelming challenge with early fifty’s spray equipment and technology. It is complex to say the least. The original L-35 cars had a slight hint of green to the blue but would oxidize toward purple. You can see both colors on this car when it is parked in sunlight casting through the trees. Light casts both the green side and purple side of this amazing blue. West Coast Auto Craft was responsible for the bodywork and paint. When they got the formula and mixed the paint they told me “This isn’t blue in the mixer! Are you sure you want us to shoot this?”
But it is on this special cabrio and is a dead ringer for the original Blue.
The interior and top fabric construction was created by Byron and David Roebeck of Finish Line Automotive Interiors. Their accolades and awards in the custom car industry are far too great to list. This car deserves the best and when I saw their shop I have to say it was intimidating based on the cars on the floor. But these brothers were into Beetles for years owning over 2 dozen between the two of them. As for the 1953 Heb, in short, they love it! The steel top mechanism is completely new, hand forged and fabricated in my shop. We have held to exacting Hebmüller specifications as per the original, down to the bolts and hardware (although our welding is much better!).
Its my nature to play “mother hen” especially with the top and Byron assured me. “We can do this…its a piece of cake!” Usually that sends a bad signal to me, the first sign a contractor is in over his head and trying to muster confidence. But that certainly is not true in this case. This top is tight and folds down into the stow position just like the originals and unlike most restorations. Check out online photos of Hebmüller’s with their tops down and you‘ll see what I mean. Almost none are properly reconstructed and rest above the rear cowl. That is not the way originals were constructed. If you compare knockoff Hebs these are usually modified Karmann tops at best and more often non-operating tops with canvas stretched over.
This one is correct and its the icing on the cake…Thanks Roebeck’s!
I do take time to drive this wonderful Roadster through the Sonoma Wine Country. It always turns heads. There is a lot of nice vintage tin that parades through Sonoma regularly, along with the flashy high-buck production cars that migrate into this tourist destination. On the occasions that I take it to the square in Sonoma I have to get to a safe distance away or I’m trapped answering all the questions. Parked in between them all this one is a magnet, drawing a constant crowd around it.
Everyone wants to know what is different about it. “Is it stretched? It looks longer than a Beetle!”
I have to explain that it’s a stock Beetle chassis. For those interested the conversation continues and I explain that it has its original semi-synchro’ transmission and the four 15” wheels are date stamped. In fact the complete chassis including the front axle, tranny and pan are original to the 1953 body. The Beetle sedan was owned for years by a man here in the California Wine Region. It was his baby and shortly after he had a fresh 36hp engine installed by the dealer someone smacked him in a front-ender. The favorite car went into repose, was never fixed, and when the man went to his final rest his wife sold it to a guy I know who’s a fellow enthusiast. After he cut the front loose and pulled the top off I purchased it. The ’53 Beetle was produced in September of that year making it perfect for recreating the Oval Hebmüller.
I know that the dash has already been commented on but I feel the need to expound further. Type-14s when they were in production at Hebmüller took about 2 months to complete. We know that from the lag time in the serial numbers between the chassis, VW assigned number and the Hebmüller assigned number. In working through the more complex issues that have been addressed with the doors and window functions it is easy to imagine double that time before the body was mated to a chassis. The dash board is therefore slightly ealier than September and to top that it is the non-smoking version with the blanking plate for the ashtray. Ask any ‘53 Beetle expert and they will tell you these are rare as hens teeth! Now add that the ignition switch, starter button, wiper switch, speedo are all original ‘53 Oval-only recondition or NOS components. The speaker grill is original not repro and the radio is an operating Blaupunkt tied to an original Hirschmann antenna. Good for AM sports and those Oldies stations.
The 36hp engine is the one the dealer installed and is dressed as a ’53 spec engine with the special Hebmüller snorkel air-cleaner. The power plant easily maintains 60-65 mph on the highway traveling to VW meets and on weekend drives. It has been converted to 12 volt with a Porsche 356 generator. The original “D” regulator gave its life up a long time ago and rests-in-peace on the generator as a monument to the originals. The actual regulator is hidden above the transmission. The carburetor is also the very rare, late 1953 but completely remanufactured. That applies as well to the distributor which is dated August ‘53, perfect supply lag for this September Heb. The fuel pump is completely reconstructed early Split style with the small tubing threads used only a few months, yes you guessed, late 1953.
The ribbed semaphores operate and it has original VW script fluted headlights with new Cibie halogen / reflector assemblies. The fog lamps are also 12 volt halogens that look correct for the era and add lots of safety on the road. The interior light is correct for 1953 convertibles. The taillights are original, rebuilt “Hearts”, again with 12 volt lighting for safety. Our middle rear light is perfectly reproduction Hebmüller, complete with our custom manufactured lens.
All, so you can see and be seen!
The window glass is the large logo Sekurit type made for Hebmüller by the original manufacturer. The rear decklid and rear cowl and the windshield surround are manufactured by the same company that pressed the original steel for Volkswagen. That means these components are OEM to original specifications, not knockoffs!
What else is this original?
This truly amazing Beetle is a lot of fun and gets smiles everywhere. It’s a true coachbuilt as the originals were and is built the same as Hebmüller constructed them. For those who question its value: This is a historic Type-14 and it is the first one constructed exactly 60 years after production began in 1949. Twice now taking awards in the Coachbuilt class against Rometsch, Porsche and other stellar one-offs. This Heb is so correct in every detail that it is registered with the Hebmüller Registry as a newly constructed Type-14. It is new also in a special way because it now begins a second life starting as a Historic 1953 Beetle sedan and restored as a Hebmüller.
It would have to be one that we attach special significance to beyond its simple value and age. It must have certain appeal because it represents a special time or era, an event, a beginning or an end. It would need to stand out as exceptionally different from other Volkswagens, unique in some special way. It would be best if it was recognizably different enough so that anyone could appreciate its uniqueness.
Imagine that after identifying this very special form of Beetle we could further classify a particular example as solitary. Most of us that have played with Volkswagens have come to appreciate the rare ones. The 1967 was a transition year as was the 1953. Both of these vintages are difficult to restore because we are now loosing restorable examples and “correct” usable parts are becoming ever more difficult to find.
For a moment let’s focus on the ‘53 Beetle. Volkswagen was transitioning between the early “Split Window” version and what would eventually become the “Oval” Era Beetle. During this process hundreds of changes were being implemented in both the mechanical components and the appearance of the Beetle’s details. In that transition period between late 1952 and 1953, especially the dashboard and the doors, were considerably altered and all of the switches and components with them. This period Beetle is affectionately referred to as the “Zwitter” (ironically, German slang meaning hermaphrodite). Of late, enthusiasts pay premium prices for these parts based on (lack of) supply and demand. Volkswagen would adjust most of these Zwitter parts (replaced may be a better word) shortly after 1953. Even many hardcore Beetle fans are not aware that the dashboards in the early Ovals were also the same as the Zwitter but received some adjusted switches. These dashboards were unique pressings that were only used for a few months before being updated.
Let’s compound this rare version 1953 VW with yet another factor. What if it was a cabriolet? And what if that cabriolet was the very rare roadster version Type-14. These were designed and built for Volkswagen between 1949 and 1951 by Karosserie Hebmüller the German coachbuilder. The approximate number of these Roadsters ever built is about 700.
Were any of these built after 1951? Yes.
Sadly though, Hebmüller would not continue building the few remaining Type-14 roadsters that were constructed in 1952 and 1953 because of their relationship with Volkswagen.
In July of 1949 shortly after they began production of the Volkswagen roadster, and only months before their 60th anniversary, a fire consumed the factory and offices where the VW 2-seaters were being produced. Official documents recently located reveal, in part, the following:
7/27/49
Report
Concerning the visit to the Hebmuller factory between 7/24 and 7/26/49
After the fire, damage was assessed with Mr. Schmelzer and Mr. Hagemann (Hebmuller) as well as with Mr. W. Schick (VW), and it was determined that the following items belonging to VW were burned or destroyed:
Type 14 body shells 33
Type 18 body shells 2
Chassis 2
Police patrol cars, complete 1
Carpeting 6 rolls
(partly burned)
Of the tools for types 14 and 18, only 3 wooden tools were burned, while steel tools pile up on the floor of the storage areas, since only the shelves were burned. Apparently, those tools were not damaged, but once again a final assessment will only be possible after close inspection.
82 Type 14 chassis were undamaged, and after conferring with Karmann in Osnabrück, it was agreed that 40 chassis for the production of type 15 would be shipped there. Loading charges will be borne by Hebmuller, whereas VW will assume the cost of transport. This step was necessary to ensure that a normal production sequence can take place in the confined production facilities at Hebmuller's.
Short of a miracle the assembly line was somehow back up and running in only two months. During the interim period production slowed but never ceased.
A number of factors lead to an insurmountable economic burden for the Hebmüller Company. Without assistance from Volkswagen they could not overcome their plight. Volkswagen was having some difficulties of their own and when assistance was not given the production of roadsters dwindled to nothing by the spring of 1950. When the two companies could not work together Volkswagen determined that their roadster version sport-cabriolet should be built by the Karmann Company. Karmann was at that time building the 4-seater cabriolet that we are all familiar with and Volkswagen wished to transfer the 2-seater project to them.
But was that what Karmann wanted?
Karmann Karosserie was not in position to immediately begin a new production line of convertibles. They were busy building production of their 4-seater which was gaining popularity with the public. It was also a difficult year to meet their current production quota because of material shortages in Germany. Whether or not Karmann began construction of any 2-seaters in 1951 when the remaining parts were later secured from Hebmüller none were ready for release until May of 1952. In that month an even dozen were completed at the Osnabruck factory. Because these were built from previously manufactured parts the remaining examples of these Karmann built “Hebs” reflect various model changes.
It is unclear just how many more Roadsters were built by Karmann Karosserie. When we say that approximately 700 total were originally built it is because we cannot be conclusive as to the actual number. Volkswagen historian, Dr. Bernd Wiersch, sent me a document copy that had surfaced in one of his researches only a few weeks before his retirement. This document had some of the serial numbers for the Roadsters built in 1952 in type with a few more numbers handwritten in. These handwritten numbers appeared to be for later Type-14 Roadsters. I have since shared that copy with Peter Scheppens of the Hebmüller Registry. Most other historic references include one more Type-14 built by Karmann later in December of 1952 and then another one in February of 1953.
Though perhaps not the definitive answer to which was the last Type-14 built?, comes from the exhaustive part-by-part chronicle of VW changes the book “Volkswagen Beetle, The Car of the Century” by J. T. Garwood. On page 280 he lists [“L” for Late or Oval type] “L1953 BODY-CONVERTIBLE HEBMULLER /
ONE 1953 TWO PASSENGER CONVERTIBLE WAS BUILT. IT WAS THE LAST ONE.”
This Heb is clearly not the February car which is earlier commented on in his book. Noted for his tenacious research of Volkswagen archives we have to ask where did he get his information if not from VW records?
It makes perfect sense that VW would have an Oval Roadster built in ’53 but also that they would discontinue the Hebmüller Roadster altogether in ‘53. Why?
The first point is true because Volkswagen had orders to fill for the Type-14 and even though they were having difficulty with the new model transitions, especially as these applied to the Roadster, they were obligated to work these out or concede the project not doable altogether. They had a great deal invested in this project both R&D and advertising. In a final agreement with Hebmüller concerning the Roadster project a memo transcript reads:
“The contract provides that Mr. Hebmüller has to provide us with a complete set of all drawings. In this context, he wanted to include the claim that if Volkswagenwerk were to construct a convertible from his drawings at a later time or have it be constructed by a third party, we would have to pay him a royalty. We rejected this claim. After paying so much for the tools, we could not possibly grant him a royalty on top of that. In addition, Volkswagenwerk has invested a considerable amount of intellectual work in the Hebmüller convertible, and an exact reproduction of this type is practically out of the question.”
Nevertheless they tried.
But there was an unforeseeable solution to the conundrum already in the works.
Karmann Karosserie was working on a project of their own. It was always the strong desire of Wilhelm Karmann to build a car of his own. Something unique, edgy. In an almost clandestine move to produce his dream into reality Karmann, without permission or assistance from Volkswagen unveiled the “Karmann Ghia” coupé in late 1953. In effect they had pulled VW from the fire. Their VW based design was gratefully accepted and became the new Type-14. In fact to prove that a Karman Ghia supplanted the Hebmüller is that the Ghia coupé was designated by Volkswagen a Type-14.2 and the later Ghia convertible was designated a Type-14.1. Released after the coupé.
For me, taking on the Oval 1953 Hebmüller Type-14 Roadster as a virgin build was a huge undertaking. I really wanted this Heb to be completely unique from the others. What better way to begin the project but to start where they left off! I really wanted to build these Roadsters exactly as they were and producing the components alone was an eight-year undertaking. The prototype, which proceeded the 1953, but has remained just a Guinea Pig, was novel fun. But this project was one I never fully comprehended until it was too late to turn back.
Recreate the 1953 Oval Heb’… What was I thinking!
Countless hundreds of hours have gone into the doors and window mechanisms of the ‘53. The Hebmüller parts I reproduce along with those manufactured by Dr Dirk Hortig of Blech-Manufaktur are used to reconstruct original Type-14’s and one of my customers has one of the late Zwitter Type-14. When I asked him how the doors were constructed on his Heb he said they used the earlier components. That was the conclusion we had come to after multiple attempts at modifying the ‘53 doors and parts. We were virtually walking the same path as the original craftsman at Karmann.
Rounding out the model year was important because I wanted this historic vehicle to reflect what was new for 1953. Probably the paint is the first obvious difference. It is the one-year-only L-35 Metallic Blue used the second half of ‘53. It is one of the first metallic’s used at VW and when we realized the complexity of this paint color we could understand why they only used it for a year. It is difficult to hit the right nuance of tones now. I’m sure it was an overwhelming challenge with early fifty’s spray equipment and technology. It is complex to say the least. The original L-35 cars had a slight hint of green to the blue but would oxidize toward purple. You can see both colors on this car when it is parked in sunlight casting through the trees. Light casts both the green side and purple side of this amazing blue. West Coast Auto Craft was responsible for the bodywork and paint. When they got the formula and mixed the paint they told me “This isn’t blue in the mixer! Are you sure you want us to shoot this?”
But it is on this special cabrio and is a dead ringer for the original Blue.
The interior and top fabric construction was created by Byron and David Roebeck of Finish Line Automotive Interiors. Their accolades and awards in the custom car industry are far too great to list. This car deserves the best and when I saw their shop I have to say it was intimidating based on the cars on the floor. But these brothers were into Beetles for years owning over 2 dozen between the two of them. As for the 1953 Heb, in short, they love it! The steel top mechanism is completely new, hand forged and fabricated in my shop. We have held to exacting Hebmüller specifications as per the original, down to the bolts and hardware (although our welding is much better!).
Its my nature to play “mother hen” especially with the top and Byron assured me. “We can do this…its a piece of cake!” Usually that sends a bad signal to me, the first sign a contractor is in over his head and trying to muster confidence. But that certainly is not true in this case. This top is tight and folds down into the stow position just like the originals and unlike most restorations. Check out online photos of Hebmüller’s with their tops down and you‘ll see what I mean. Almost none are properly reconstructed and rest above the rear cowl. That is not the way originals were constructed. If you compare knockoff Hebs these are usually modified Karmann tops at best and more often non-operating tops with canvas stretched over.
This one is correct and its the icing on the cake…Thanks Roebeck’s!
I do take time to drive this wonderful Roadster through the Sonoma Wine Country. It always turns heads. There is a lot of nice vintage tin that parades through Sonoma regularly, along with the flashy high-buck production cars that migrate into this tourist destination. On the occasions that I take it to the square in Sonoma I have to get to a safe distance away or I’m trapped answering all the questions. Parked in between them all this one is a magnet, drawing a constant crowd around it.
Everyone wants to know what is different about it. “Is it stretched? It looks longer than a Beetle!”
I have to explain that it’s a stock Beetle chassis. For those interested the conversation continues and I explain that it has its original semi-synchro’ transmission and the four 15” wheels are date stamped. In fact the complete chassis including the front axle, tranny and pan are original to the 1953 body. The Beetle sedan was owned for years by a man here in the California Wine Region. It was his baby and shortly after he had a fresh 36hp engine installed by the dealer someone smacked him in a front-ender. The favorite car went into repose, was never fixed, and when the man went to his final rest his wife sold it to a guy I know who’s a fellow enthusiast. After he cut the front loose and pulled the top off I purchased it. The ’53 Beetle was produced in September of that year making it perfect for recreating the Oval Hebmüller.
I know that the dash has already been commented on but I feel the need to expound further. Type-14s when they were in production at Hebmüller took about 2 months to complete. We know that from the lag time in the serial numbers between the chassis, VW assigned number and the Hebmüller assigned number. In working through the more complex issues that have been addressed with the doors and window functions it is easy to imagine double that time before the body was mated to a chassis. The dash board is therefore slightly ealier than September and to top that it is the non-smoking version with the blanking plate for the ashtray. Ask any ‘53 Beetle expert and they will tell you these are rare as hens teeth! Now add that the ignition switch, starter button, wiper switch, speedo are all original ‘53 Oval-only recondition or NOS components. The speaker grill is original not repro and the radio is an operating Blaupunkt tied to an original Hirschmann antenna. Good for AM sports and those Oldies stations.
The 36hp engine is the one the dealer installed and is dressed as a ’53 spec engine with the special Hebmüller snorkel air-cleaner. The power plant easily maintains 60-65 mph on the highway traveling to VW meets and on weekend drives. It has been converted to 12 volt with a Porsche 356 generator. The original “D” regulator gave its life up a long time ago and rests-in-peace on the generator as a monument to the originals. The actual regulator is hidden above the transmission. The carburetor is also the very rare, late 1953 but completely remanufactured. That applies as well to the distributor which is dated August ‘53, perfect supply lag for this September Heb. The fuel pump is completely reconstructed early Split style with the small tubing threads used only a few months, yes you guessed, late 1953.
The ribbed semaphores operate and it has original VW script fluted headlights with new Cibie halogen / reflector assemblies. The fog lamps are also 12 volt halogens that look correct for the era and add lots of safety on the road. The interior light is correct for 1953 convertibles. The taillights are original, rebuilt “Hearts”, again with 12 volt lighting for safety. Our middle rear light is perfectly reproduction Hebmüller, complete with our custom manufactured lens.
All, so you can see and be seen!
The window glass is the large logo Sekurit type made for Hebmüller by the original manufacturer. The rear decklid and rear cowl and the windshield surround are manufactured by the same company that pressed the original steel for Volkswagen. That means these components are OEM to original specifications, not knockoffs!
What else is this original?
This truly amazing Beetle is a lot of fun and gets smiles everywhere. It’s a true coachbuilt as the originals were and is built the same as Hebmüller constructed them. For those who question its value: This is a historic Type-14 and it is the first one constructed exactly 60 years after production began in 1949. Twice now taking awards in the Coachbuilt class against Rometsch, Porsche and other stellar one-offs. This Heb is so correct in every detail that it is registered with the Hebmüller Registry as a newly constructed Type-14. It is new also in a special way because it now begins a second life starting as a Historic 1953 Beetle sedan and restored as a Hebmüller.
1956 Volkswagen Oval VW Beetle bug for sale
