ISTORIA TYPE3

[notchman]

In 1959 Volkswagen was depending on just 2 models: The Beetle and the Typ 2 delivery van. For many people the Beetle was too little so they needed a bigger car. Volkswagen director Heinz Nordhof ordered development for a 1500 mid class saloon. It had to be designed to Beetle specifications so with an air cooled flat four engine in the back and a bodywork mounted on a platform chassis. They changed the cooling system by putting the fan to the crankshaft nose so there was room for boot space in the back also. In 1961 the VW 1500 (TYP 3) was available for the public.

Many people were very unhappy about the cars looks. The design was poor. Nobody jumped out of his chair by those unassuming lines. First buyers noticed that the engine was underpowered with its 45 hp and so the top speed of some 125 km/h was too low for its class. In the next years VW brought first an estate called Variant and a more powerful model called the VW 1500 S. This engine with dual carburetors had more power (54 hp) and a top speed of 135 km/h. This engine was easy to overrun so many stood with big engine damage alongside the autobahn. In 1965 they got the engine problems under control by changing it to 1600 ccm. Power was still 54 hp but the engine was very reliable now. At the same time there was another bodywork model named the 1600 TL.

The name of he entire series changed now to VW1600 although there were still models with the 45 hp 1500 ccm engine. This was necessary since there was a Beetle VW1500 too in 1967. The year 1968 brought an automatic gearbox and fuel injection as an extra. The automatic was smooth but took up a lot of power. The fuel injection brought no extra power and no decrease of consumption so even today nobody knows why it was ever brought on the VW1600. In 1970 the car got a nose job. It gave a little more space in the boot and the car got a friendly and open face from it. With minor changes the VW1600 run on until summer 1973. In more then a decade it was a very well sold car in Europe and the USA. Today only a few survived.

Changes through the years

1962-63: visually identical. Over riders on bumpers, chrome front turn signals, painted rear reflectors, flat tail lights, high mounted side markers, single 32PHN carb, knob heater control.

1964: Type IIIs available in the standard N model (no over riders, side markers, rear arm rests, pop-out windows or passenger sun visor) and the deluxe S model (chrome on front hood lip, chrome wrap-around front turn signals, chrome rear reflectors, lower side markers, larger tail lights, and dual 32PDSIT carbs). The push-button switches were removed mid-year, and all '64s got heater levers instead of the knob.

1965: The whole lineup got twin 32-PDSIT-2 carbs. Heater valves moved from body to heater boxes mid-year.

1966: Fastback introduced. Type III oficially imported to the U.S. 1600cc engine, front disk brakes, discontinuation of side markers, 4-lug wheels, larger hood chrome, and redesigned rear-view mirror, front seets, door panels, arm rests and upholstery.

1967: 12Volt electrical system, dp heads, dual master brake cylinder, back-up light on bumper, and new heater levers and door locks.

1968: D-Jetronic fuel injection and automatic transmission with IRS available. Integrated door handle and lock, small chrome rear reflectors, back to bullet front turn signals, high back seats, and new dash knobs, vent wing locks, and front arm rests. The Variant got a redesigned license plate light. The gas filler was moved from the front trunk to the RF fender.

1969: IRS throughout the lineup. Rear window defrost standard, fuel filler flap release handle inside car.

1970: There was a major external restyling change across the Type III lineup in 1970. The front end of the Type III was completely redesigned. Completely new bumpers were installed (with a roughly square cross- section), rear reflectors were integrated into new, larger tail lights, and larger front turn signals. (Front and rear signals common w/ T1KG?)

1971: Dash rearranged (slimmer ash tray, fresh air vents in dash, switch for new fresh-air fan).

1972: Larger front disks. Seat tracks redesigned mid-year.

1973: Big yellow handles on the heater control levers. New rear hatch latch for the squareback.

Type III identification

The VW Type III has a number of distinct features that make it different from other automobiles of the period, and even help it to stand out among other air-cooled VWs. When identifying a Type III, you'll want to first check out the serial numbers on the body, frame and engine.

The body/frame number (these should be identical; if not, the body and pan come from two different vehicles!) is located at the front of the front trunk space where the hood closes and on the frame tunnel under the back seat. From 19XX on, the serial number is also indicated on the dashboard and is visible through the windshield. The engine serial number is stamped into the rear of the top of the crankcase, right where the two halves are joined. Vehicle and engine identification numbers are the best way to identify the construction date of a Type III (Except for early examples from 1961, when there was weak correlation between chassis number and construction date). Note that the new model year for Volkswagens begins in August of the previous year. For example, my "1963" Beetle was built in August of 1962. My "1971" squareback was built in late 1970. Also, beginning with the 1965 model year, the first digit shows the Type number (3 for Type III), the second digit is a 1 for notch/fastbacks or a 6 for squarebacks, and the third digit in the serial number is last digit of the model year. So, my late-1970 built squareback has "361" as the first three digits of its serial number.

VW Type III serial numbers

mo/yr chassis engine

4/61 000 001 000 001

12/61 011 041 013 112

8/62 064 916 065 746

12/62 138 774 143 557

8/63 221 975 255 340

12/63 321 076 406 183

7/64 483 592 633 330

8/64 315 000 001 633 331

12/64 315 105 296 816 281

7/65 315 220 883 1 100 000

8/65 316 000 001 T 0 000 001 1600cc engine

12/65 316 140 226 T 0 126 399

7/66 316 500 000 T 0 260 000

8/66 317 000 001 T 0 260 001 12V electrical system

12/66 317 134 254 T 0 380 413

7/67 317 233 853 T 0 476 124

8/67 318 000 001 U 0 000 001 D-Jetronic fuel injection

12/67 318 103 144 U 0 036 005

7/68 318 500 000 U 0 093 651

8/68 319 000 001 U 0 093 652

12/68 319 108 899 U 0 154 029

7/69 319 500 000 U 0 230 433

8/69 310 2000 001 U 0 230 434

12/69 310 2111 451 U 0 168 080

7/70 310 2500 000 U 0 366 020

8/70 311 2000 001 U 0 366 021

12/70 311 2108 457 U 0 412 693

7/71 311 2500 000 U 0 502 000

8/71 312 2000 001 U 0 502 001

U 5 000 001

7/72 312 2500 000 U 0 507 000 European

U 5 057 000 U.S. Smog

8/72 313 2000 000 U 0 507 001

U 5 057 001

12/72 313 2500 000 U 0 510 144

U 0 069 142

1973 313 2000 001 X

NOTCHBACK

Models avialable up to 7/65

311 1500/1500S Sedan LHD

312 1500/1500S Sedan RHD

313 1500/1500S Sedan LHD with steel sliding roof

314 1500/1500S Sedan RHD with steel sliding roof

Models available from 8/63 to 7/66

315 1500N/1500A Sedan LHD

316 1500N/1500A Sedan RHD

317 1500N/1500A Sedan LHD with steel sliding roof

318 1500N/1500A Sedan RHD with steel sliding roof

Models available from 8/66

315 1600A Sedan LHD

316 1600A Sedan RHD

317 1600A Sedan LHD with steel sliding roof

318 1600A Sedan RHD with steel sliding roof

Models available from 8/66

315 1600L (M234) Sedan LHD

316 1600L (M234) Sedan RHD

317 1600L (M234) Sedan LHD with steel sliding roof

318 1600L (M234) Sedan RHD with steel sliding roof

Here is the "(M234)" option description:

M 234 CHROME AND INTERIOR TRIM

AS IN MODEL 311

F 317 000 001-- 315-318

Squareback/Variant

Models available up to 7/65

361 1500/1500S Squareback Sedan LHD

362 1500/1500S Squareback Sedan RHD

363 1500/1500S Squareback Sedan LHD with steel sliding roof

364 1500/1500S Squareback Sedan RHD with steel sliding roof

Models available from 8/65

361 1600/1600L Squareback Sedan LHD

362 1600/1600L Squareback Sedan RHD

363 1600/1600L Squareback Sedan LHD with steel sliding roof

364 1600/1600L Squareback Sedan RHD with steel sliding roof

Models available from 8/63 to 7/66

365 1500/1500N Squareback Sedan LHD

366 1500/1500N Squareback Sedan RHD

367 1500/1500N Squareback Sedan LHD with steel sliding roof

368 1500/1500N Squareback Sedan RHD with steel sliding roof

Models available from 8/66

365 1600A Squareback Sedan LHD

366 1600A Squareback Sedan RHD

367 1600A Squareback Sedan LHD with steel sliding roof

368 1600A Squareback Sedan RHD with steel sliding roof

Fastback/TL

Models available from 8/65

311 1600TL Fastback Sedan LHD

312 1600TL Fastback Sedan RHD

313 1600TL Fastback Sedan LHD with steel sliding roof

314 1600TL Fastback Sedan RHD with steel sliding roof

Models available from 8/68

311 1600T (M233) Fastback Sedan LHD

312 1600T (M233) Fastback Sedan RHD

313 1600T (M233) Fastback Sedan LHD with steel sliding roof

314 1600T (M233) Fastback Sedan RHD with steel sliding roof

Here is the "(M233)" option description:

M 233 VW 1600 TL IN SIMPLIFIED VERSION

LIKE MODEL 311

F 319 000 000-- 311-314

technical data :

Model :

2 door saloon, fastback , notchback or Variant estate.

Engine:

4 cylinder 4 stroke air cooled boxer.

1493 and 1584 ccm

45 and 54 hp

Seizes: (1970)

L x W x H

4,34 x 160 x 1,47

Weight: 1010 kg

Top speed : 125-135 km/h

Building period:

1961-1973

total 2,584,905 cars

si alt ceva............

As the 1950s were coming to a close and Volkswagen was establishing itself as a world-class automaker, it became clear that it would need to introduce a new, larger car to supplement the Beetle, Transporter and Type I Karmann Ghia. Especially in its home market, VW was beginning to feel competition from larger, more luxurious American imports. Volkswagen's answer? The VW 1500, also known as the Type III. The 1500 Sedan (Notchback) was followed quickly by the 1500 Variant (Squareback) in early 1962.

Interestingly, the Type III wasn't officially introduced here until late 1965 and the Notchback was never officially exported to the U.S. VW would not sell a car in a market until its dealers were fully stocked to maintain the vehicles and its mechanics were fully trained to carry out all repairs. To prepare the vast U.S. dealer network to handle the Type III would have taken a Herculean effort, as VW was putting all of its resources into supporting the introduction of the 1500 in European markets. To make matters worse, an unfavorable exchange rate would have given the 1500 the hefty price tag of over US$2,000--by no means cheap for 1962.

This didn't deter die-hard VW fans in the U.S. from getting behind the wheel of this bigger, better Beetle. Indeed, some 12,000 examples are believed to have entered the U.S. through 1965; many of these came from the smaller Canadian market, where the car was sold with full VW support early on. Even U.S. VW dealers got into the gray market act, for there are many reports of pre-'66 Notchbacks and Squarebacks being sold (unauthorized) by VW dealers of the period. Below are some shots of what the Fast & Square looked like when they were given the go-ahead to be sold in the U.S.

1973 was the last year for the Type III; it had to step aside as VW geared up to produced water-cooled models. The total production run was about 2 million units (sources vary, reporting anywhere from 1.8 to 2.3 million).

si alt TECH.......

Mechanically, the Type III is definitely familiar territory to fans of other varieties of VWs. If you're an old hand at Types I & II, the Type III pancake engine will make you feel right at home. The engine's long block--from the crankshaft to the heads-- is nearly identical, part by part, to the familiar upright engines found in Bugs and Buses. The reason that the engine looks so different at first glance is that the accessories (generator, cooling fan, air cleaner, etc.) are simply arranged a bit differently. The result is an engine that is about 15-inches tall and has earned the names "pancake" and "suitcase" engine.

The similarities don't stop at the engine compartment. The transaxle can be swapped with a Beetle's. Likewise, the front suspension is of the familiar torsion design, although most of the component parts are unique to the Type III. All four fenders detach (yes, even the rears!), and much of the trim mounts in a manner similar to a Type I. As you drive and work on a Type III, you just get the feeling that it came from the same mold that produced the Beetle.

The Type III does offer a number of interesting features and designs. Most notable is the Bosch D-Jetronic fuel injection, available from 1968-1973 (although D-Jet was the only aspiration available in the U.S.; you couldn't order carbs here after 1967). This was the first time that electronic fuel injection appeared on a mass-produced non-specialty car, and was quite sophisticated for its time. While it is physically much different from a carburetor, it is really not much more complex. Unfortunately many shade-tree mechanics have ripped out Type III injection systems in favor of aftermarket carburetors instead of learning a few new procedures. When maintained properly, D-Jetronic offers a combination of reliability, power, low emissions and mileage that beats any carburetor. Anybody who is armed with a good repair manual and can use a Volt/Ohm meter can keep their injected Type III in tip-top shape.

The Type III was also host to VW's first fully automatic transmission (not just an automatic clutch as appeared in the Beetle's "Automatic Stickshift"). For more details as to when this and other features became available, refer to the quick reference of yearly changes below.

1962

1963 Visually identical. Single carburetor only.

1964 Standard N model and the deluxe S model (extra chrome and dual carbs) available. Push-button dash switches removed mid-year.

1965 Twin carburetors for all models.

1966 Fastback introduced. Type III oficially imported to the U.S. 1600cc engine, front disc brakes, redesigned interior.

1967 12Volt electrical system, dual port heads.

1968 D-Jetronic fuel injection and automatic transmission with IRS available. High back seats. Gas filler moved from the front trunk to the RF fender.

1969 IRS throughout.

1970 Major external restyling change across the Type III lineup, including entirely new front hood shape, new bumpers, and larger tail lights.

1971 Dash rearranged (slimmer ash tray, fresh air vents in dash, switch for new fresh-air fan).

1972 Larger front discs. Seat tracks redesigned mid-year.

1973 Big yellow handles on the heater control levers. New rear hatch latch for the squareback.

Urmeaza...................

[bogdan]

Am printat istoria data de tine si trebuie sa recunosc ca mandria ca am o astfel de masina mi-a crescut ,i-am citit si nevestei mele care are diverse reticente legate de masina si sper sa fi schimbat ceva in mentalitatea ei de femeie care apreciaza orice prostie care este noua si lucitoare(de ex.Tico, Matiz).

)

[notchman]

Interesant nu........

O sa mai completez lista..........daca shtiam si cum pot sa pun imagini......dar mie nu mi'a ieshit pana acuma.......asha ca ma multzumesc cu text....

[CostinTabra]

Notch-ule, ia zi mosule, din toata insiruirea aceea de serii si caroserii si motoare, tu ce ai? Adica pe Notch-ul tau ce scrie?

Costin

[aldracu]

http://members.jcom.home.ne.jp/malook/gall...st/003fast.html

iote aci un type trei... pt voi... super cool

[KRAKEN]

SALUT TOVARASI DE SUFERINTE! Am problema cu piesele. Daca Stie cineva pe undeva Vreun tip 3 de pe care pot sa mai iau oarece dati varog sms cu locatia la: 0721585386 liviu.Va rog. Trebui geamuri si alte alea. Eu am 2 ;1=fast back din 70/ cu piese lipsa dar cu motor si altele complet + 1= 1964 cu biela rupta in motor si carter spart sus <dar perfect in rest> [/font:3e4721c31d] sau la,,,, mosoiudana@k.ro ,,,,,,,,,MULTUMESC!

[MishuL]

(...)biela rupta in motor si carter spart sus <dar perfect in rest>!

Domnul Liviu reatebeu, coleg de-al meu, are un Notch cu biela rupta (cil.3) si ieshita prin bloc, spargand ambele semicartere in zona de imbinare. Dupa umila mea parere, ii trebuie cel putzin:

- un carter - am eu unul la moshie, in consignatzie de la un moshulica, la 1,5 mil., dar Liviu vrea sa il carpeasca pe al lui :censur: - proasta idee, zic eu...

- o biela- ii dau eu

- un piston si probabil si un cilindru- zic eu ca gaseshte la Romi

- daca are ghinion- o chiulasa... :censur: :censur: