Buses, Coaches, Trucks and Vans

VW Argentina, VW Australia, VW Brazil, VW Mexico.

Volkswagen Type 2
Volkswagen Type2 T2b Ambulance. Late 1970s Volkswagen Type 2 Ambulance
Manufacturer Volkswagen
Also called Volkswagen Bus
Volkswagen Camper
Volkswagen Delivery Van
Volkswagen Kombi
Volkswagen Microbus
Volkswagen Pick-up
Volkswagen Transporter
Production Nov 1949–Dec 2013
Body and chassis
Class Van (Minibus)
Body style 4-door panel van
4-door minibus
2-door pickup (regular cab)
3-door pickup (crew cab)
Layout Longitudinal rear engine,
rear-wheel drive
Platform Volkswagen Group T platform
Successor Volkswagen Type 2 (T3)
VWcampervan A “Camper” at The Henry Ford
VW Bus_T1_in_Hippie_Colors
 Custom-painted art bus
 T1 Panel Van
1964 VW_T1_Kastenwagen
 1964 T1 Panel Van

The Volkswagen Type 2, known officially (depending on body type) as the Transporter, Kombi or Microbus, or, informally, as the Bus (US) or Camper (UK), is a panel van introduced in 1950 by the German automaker Volkswagen as its second car model. Following – and initially deriving from Volkswagen’s first model, the Type 1 (Beetle) – it was given the factory designation Type 2.

As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to forward control competitors in the United States in the 1960s, including the Ford Econoline, the Dodge A100, and the Chevrolet Corvair 95 Corvan, the latter adopting the Type 2’s rear-engine configuration. European competition included the 1960s FF layout Renault Estafette and the FR layout Ford Transit.

Like the Beetle, the van has received numerous nicknames worldwide, including the “microbus”, “minibus”, and, because of its popularity during the counterculture movement of the 1960s, “Hippie van”.

Brazil contained the last factory in the world that produced the T2. Production in Brazil ceased on December 31, 2013, due to the introduction of more stringent safety regulations in the country. This marks the end of an era with the rear-engine Volkswagens manufactured (after the 2002 termination of its T3 successor in South Africa), which first originated in 1935 with their Type 1 prototypes.


The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,520 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.

When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1’s. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.

Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of Cd=0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a “vee” helped the production Type 2 achieve Cd=0.44, exceeding the Type 1’s Cd=0.48. Volkswagen’s new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.

An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a “tailgate“-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.

Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions “T1” to “T5” (a nomenclature only invented after the introduction of the front-drive T4 which replaced the T25). However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).

The Type 2, along with the 1947 Citroën H Van, are among the first ‘forward control’ vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2’s rear-engine layout, using the Corvair’s horizontally opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early “barndoor” Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise.


Volkswagen Samba(1)Volkswagen Samba bus

1961 Volkswagen Type II flatbed pickup truckElectrician-TucsonExample of a 1961 Volkswagen Type II flatbed pickup truck.

VW_T1-BD_20-5031Rail-going draisine

The Type 2 was available as a:

  • Panel van, a delivery van without side windows or rear seats.
  • Double-door Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
  • High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
  • Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
  • Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
  • Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring theAlps.
  • Flatbed pickup truck, or Single Cab, also available with wider load bed.
  • Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
  • Westfalia camping van, “Westy”, with Westfalia roof and interior. Included optional “pop up” top.
  • Adventurewagen camping van, with high roof and camping units from Adventurewagen.
  • Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. “Multivan” or “Weekender”, available from the third generation on.

Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.

In South Africa, it is known as a well-loved variation of the ice cream van (first, second and third generations). The mere sight of one (in South Africa) sparks the familiar rhyme: I scream, We scream, We all scream for Ice-Cream!

First generation (T1; 1950–1967)

Volkswagen Type 2 (T1)
1966 VW_Type2_T1c_Kombi
Production 1950–1967 (Europe and US)
1950–1975 (Brazil)
Assembly Wolfsburg, Germany
Hanover, Germany
São Bernardo do Campo, Brazil
Melbourne, Australia
Body and chassis
Platform Volkswagen Group T1 platform
Engine 1.1 L B4 (petrol)
1.2 L B4 (petrol)
1.5 L B4 (petrol)
Wheelbase 2,400 mm (94.5 in)
Length 4,280 mm (168.5 in)
Width 1,720 mm (67.7 in)
Height 1,940 mm (76.4 in)

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc (69.0 cu in),DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder ‘boxer’ engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.

The early versions of the T1 until 1955 were often called the “Barndoor” (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15″ roadwheels instead of the original 16″ ones are nowadays called the T1b (again, only called this since the 1990s, based on VW’s restrospective T1,2,3,4 etc. naming system.). From the 1963 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.

In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14″ roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.

1966 Volkswagen Kombi1966 Volkswagen Kombi (North America)

German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called “T1.5” and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD rims. Wheel tracks varied between German and Brazilian production and with 14″,15″ and 16″ wheel variants but commonly front track varied from 1290mm to 1310mm and rear track from 1370mm to 1390mm.

Be_Your_Own_Goddess_art_bus_(1967_VW_Kombi)_IMG_0136VW Bus Type 2 (T1),hippie colors

Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window(a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname ‘Samba’, or in Australia, officially ‘Alpine’.

US Chicken Tax

Main article: Chicken tax
 U.S. sales of Volkswagen vans in pickup and commercial configurations were curtailed by the Chicken tax

Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as theChicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost ten times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.

In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers‘ president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president’s civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen‘s increased shipments to the United States.

The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, “practically disappeared from the U.S. market”. While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the “chicken tax” remains in effect.

Second generation (T2; 1967–1979)

Volkswagen Type 2 (T2)
1973-1980 Volkswagen_Kombi_(T2)_van_01
Production Aug 1967–Jul 1979 (Europe and US)
1971–1996 (Mexico)
1976–Dec 2013 (Brazil)
1981–1986 (Argentina)
Assembly Hanover, Germany
Emden, Germany
General Pacheco, Argentina
São Bernardo do Campo, Brazil
Puebla, Puebla, Mexico
Melbourne, Australia
Body and chassis
Platform Volkswagen Group T2 platform
Engine 1.6 L B4 (petrol)
1.7 L B4 (petrol)
1.8 L B4 (petrol)
1.8 L I4 (petrol)
2.0 L B4 (petrol)
Transmission 4-speed manual
3-speed automatic
Wheelbase 2,400 mm (94.5 in)
Length 4,505 mm (177.4 in)
Width 1,720 mm (67.7 in)
Height 1,940 mm (76.4 in)

In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or “Early Bay”), while models after 1972 are called the T2b (or “Late Bay”).

1978 Volkswagen_Transporter_Pickup_(T2)1978 Volkswagen Transporter Pickup (The Netherlands)

1973-1980 Volkswagen_Kombi_(T2)_van_021973–1980 Volkswagen Kombi (T2) van (Australia)

Volkswagen_T2_AmbulanceT2 used as an ambulance in Brazil

This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, orLoaf and Bay for short. At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.

The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed “Low Lights”. 1972’s most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.

In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.

1968 1973 and 1973-1980 Volkswagen Kombi (T2) vansPre-facelift (left) and facelifted (right)Volkswagen Kombi (T2) vans (Australia)

In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines displaced 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.

In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The “VW” emblem on the front valance became slightly smaller.

Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2’s design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.

1979 Vw silverfish

1979 Volkswagen Type 2 (T2) “Silverfish” last-edition bus. These were a limited edition model to mark the final production of T2 models in Europe

1968 VW Volk_bus_1968a1968 Volkswagen Type 2 (T2) Hard-Top Westfalia “Cream” bus

2005 VW_Kombi_Silver_Limited_Edition Brazil

Brazilian Volkswagen Type 2 (T2) – 2005 Limited Edition


Brazilian water-cooled Volkswagen Type 2 (T2)




 T2c in Brazil

The T2c, which has a slightly raised roof – by about 10 cm (3.9 in) – in the early 1990s, is built for the South American and Central American markets. It can be imported into other countries, such as the United Kingdom.

Since 1991, the T2c has been built in México with the water-cooled 1.8 L inline four-cylinder 53 kW (72 PS; 71 bhp) carbureted engine, easily identified by their large, black-coloured, front-mounted radiators, and since 1995 with the 1.6 L air-cooled engines for the Brazilian market.

Since production of the original Beetle was halted in late 2003 as a 2004 model, the T2 remained the only Volkswagen model with the traditional air-cooled, rear-mounted boxer engine until the Brazilian model shifted to a water-cooled engine on 23 December 2005. There was a 1.6 L 50 hp (37 kW; 51 PS) water-cooled diesel engined version of the T2, which was manufactured from 1981 to 1985 in Brazil. This version was very economical – values from 15 km/l to 18 km/l are reported – but it suffered from low performance and an insufficiently capable cooling system, which led to short engine life.

The end of the Volkswagen air-cooled engine on a worldwide basis was marked by a Special Edition Kombi. An exclusive Silver paint job, and limited edition emblems were applied to only 200 units in late 2005, and were sold as 2006 models.

Brazilian_Kombi_pair water and air cooled

An aircooled and a watercooled VW Kombi (T2), made in Brazil. Model years 2005 and 2006.

More onerous emissions laws introduced by the Brazilian government for 2006 forced a shift to water-cooled engines. The new “Flex Fuel” water-cooled engine will run on petrol as well as alcohol. Borrowed from the Volkswagen Fox, the engine is a rear-mounted EA-111 1.4 L 8v Total Flex1,390 cc (84.8 cu in), 58 kW (79 PS; 78 bhp) on petrol, and 60 kW (82 PS; 80 bhp) when run on ethanol, and 124 N·m (91 lbf·ft) torque. This version has been very successful, despite the minor changes made to the overall T2-bodied vehicle. It still includes the four-speed transmission, but with a new final drive ratio it can cruise at 120 km/h (75 mph) at 4,100 rpm. Top speed is 130 km/h (81 mph). 0 to 100 km/h (0 to 62 mph) is achieved in 22.7 seconds (vs. 29.5 seconds for the last air-cooled version). Improvements were made with 6.6% better fuel economy, and nearly 2 decibel (dB) less noise (again vs. the air-cooled version).

The Volkswagen Type T2 is by far the longest model run in Brazil, having been introduced in September 1950 as the Volkswagen “Kombi”, a name it has kept throughout production. The fierce competition from European front-wheel drive newer generation vans still cannot match the Kombi’s unparalleled cost-benefit equation. Only produced in two versions, bus (nine-seater or 12-seater – a fourth row is added for metro transportation or school bus market) or panel van, it offers only one factory option: the rear window defog. As of June 2009, the T2 is built at the Volkswagen Group’s São Bernardo do Campo plant at a rate of 97 per day.

The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles. The phaseout of the T2c marks the end of an era which lasted since 1945 (when started the second generation of Volkswagen Type-1 – it will be the final production of metal-made bumper cars after 68 years. A short movie called “Kombi’s last wishes” was made by VW Brazil.

Post-Type 2 generations

Third generation (T3; 1979–1992)


 Volkswagen Type 2 (T3/Vanagon/T25)

The Volkswagen Type 2 (T3) also known as the T25, (or Vanagon in the United States), the T3 platform was introduced in 1980, and was one of the last new Volkswagen platforms to use an air-cooled engine. The Volkswagen air-cooled engine was phased out for a water-cooled boxer engine (still rear-mounted) in 1984. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called “the wedge” by enthusiasts to differentiate it from earlier Kombis.

Fourth generation (T4; 1990–2003)

Early 1990s Multivan Allstar T4

Since 1990, the Transporter in most world markets has been front-engined and water-cooled, similar to other contemporary Volkswagens, almost two decades later than it did for the passenger cars. T4s are marketed as Transporter in Europe. In the United States, Volkswagen Eurovan is the brand name.

Fifth generation (T5; 2003–present)

2004 VW_Eurovan_T5_Multivan
 2004 Volkswagen Transporter T5

The Volkswagen Transporter T5 range is the fifth generation of Volkswagen Commercial Vehicles medium-sized light commercial vehicle and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.

Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% chicken tax on importation. The T5 has a more aerodynamic design. The angle of the windshield and A-pillar is less; this makes for a large dashboard and small bonnet.

In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in Hanover.

Additional developments

2006 BSB_Flex_cars_118_09_2008_VW_Kombi_Total_Flex_with_logo_blur

Brazilian Air Force 2006 Kombi Total Flex is a flexible-fuel vehicle

In 2001, a Volkswagen Microbus Concept was created, with design cues from the T1 generation in a spirit similar to the New Beetle nostalgia movement. Volkswagen planned to start selling it in the United States market in 2007, but it was scrapped in May 2004 and replaced with a more cost-effective design to be sold worldwide.

Names and nicknames

Like the Beetle, from the beginning, the Type 2 earned many nicknames from its fans. Among the most popular, at least in Germany, are VW-Bus and Bulli (or Bully) or Hippie-van or the bus. The Type 2 was meant to be officially named the Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the Volkswagen Transporter and Volkswagen Kleinbus, but the Bully nickname still caught on.

The official German-language model names Transporter and Kombi (Kombinationskraftwagen, combined-use vehicle) have also caught on as nicknames. Kombi is not only the name of the passenger variant, but is also the Australasian and Brazilian term for the whole Type 2 family; in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German Kombi was translated as Combi, and became a household word thanks to the vehicle’s popularity in Mexico City‘s public transportation system. In Peru, where the term Combi was similarly adopted, the term Combi Asesina (Murdering Combi) is often used for buses of similar size, because of the notorious recklessness and competition of bus drivers in Lima to get passengers. In Portugal it is known as Pão-de-Forma (Breadloaf) because its design resembles a bread baked in a mold. Similarly, in Denmark, the Type 2 is referred to as Rugbrød (Rye bread). Finns dubbed it Kleinbus (mini-bus), as many taxicab companies adopted it for group transportation; the name Kleinbus has become an appellative for all passenger vans. The vehicle is also known as Kleinbus in Chile.

In the US, however, it is a VW bus, a “vee-dub”, a minibus, a hippie-mobile, hippie bus, or hippie van, “combie”, Microbus or a Transporter to aficionados. The early versions produced before 1967 used a split front windshield (giving rise to the nickname “Splitty”), and their comparative rarity has led to their becoming sought after by collectors and enthusiasts. The next version, sold in the US market from 1968 to 1979, is characterised by a large, curved windshield and is commonly called a “bay-window”. It was replaced by the Vanagon, of which only the Westfalia camper version has a common nickname, “Westy”.

It was called Volksie Bus in South Africa, notable in a series of that country’s TV commercials. Kombi is also a generic nickname for vans and minibuses in South Africa and Swaziland, often used as a means of public transportation. In Nigeria it was called Danfo.

In the UK, it is known as a “Campervan”. In France, it was called a “camping-car” (usually hyphenated) though this has been expanded to include other, often more specialized vehicles in more recent times.

Mexican production

T2 production began in 1970 at the Puebla assembly factory.

Offered initially only as a nine-passenger version called the Volkswagen Kombi, and from 1973 also its cargo van version called the Volkswagen Panel, both variants were fitted with the 1.5 L air-cooled boxer engine and four-speed manual gearbox. In 1974, the 1.6 L 44 bhp (33 kW; 45 PS) boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. In 1987, the water-cooled 1.8 L 85 bhp (63 kW; 86 PS) inline four-cylinder engine replaced the air-cooled 1.6 L. This new model is recognisable by its black grille (for its engine coolant radiator), bumpers and moldings.

In 1975, Volkswagen de Mexico ordered two specially-made pickups from Germany, one single cab and one double cab, for the Puebla plant. These were evaluated for the possibility of building pickups in Mexico, and were outfitted with every option except the Arctic package, including front and rear fog lights, intermittent wipers, trip odometer, clock, bumper rubber, PVC tilt, and dual doors on the single cab storage compartment. VW de Mexico was interested in having the lights, wiring, brake systems and other parts manufactured in Mexico. Ultimately, VW de Mexico declined to produce pickups, and the pickups were sold to an Autohaus, a Volkswagen dealer in San Antonio, Texas, since they could not be sold in Mexico. By law, no German-made Volkswagens were to be sold in Mexico. These are probably the only pickups that were produced in Germany for Mexican import, and have the “ME” export code on the M-code plate. The green double cab was sold to a new owner in New York, and has been lost track of. The light gray (L345, licht grau) single cab still exists. Pickups were not manufactured in Mexico, nor were they imported into Mexico from Germany, save for these two examples.

In 1988, a luxury variant – the Volkswagen Caravelle – made its debut in the Mexican market to compete with the Nissan Ichi Van, which was available in cargo, passenger and luxury versions.

The main differences between the two are that the Caravelle was sold as an eight-passenger version, while the Combi was available as a nine-passenger version, the Caravelle was only painted in metallic colors, while the Combi was only available in non-metallic colors, and the Caravelle was fitted with an AM/FM stereo cassette sound system, tinted windows, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the European T25 model.

In 1991, the 10 cm (3.9 in) higher roof made its debut in all variants, and the Combi began to be offered in eight- or nine-passenger variants. In 1991, since Mexican anti-pollution regulations required a three-way catalytic converter, a Digifant fuel injection system replaced the previous carburetor. The three variants continued without change until 1994.

In 1994, production ended in Mexico, with models being imported from Brazil. The Caravelle was discontinued, and both the Combi and the Panel were only offered in white color and finally in 2002, replaced by the T4 EuroVan Pasajeros and EuroVan Carga, passenger and cargo van in long wheelbase version, inline five-cylinder 2.5 L 115 bhp and five-speed manual gearbox imported from Germany.

1945 Volkswagen-83 (KdF-83), 4x4 1950-67 Volkswagen Kombi Type 2 Mark T1 also called Transporter Originally with an engine of 1131cc. 1950-67 Volkswagen T2 Type T1 1952_VW_Barndoor_brown_back 1952_VW_Barndoor_brown_back2 1953 Volkswagen Samba 1953 Volkswagenbus 1953 VW Samba_21_windows 1955 Volkswagen Microbus 1956 Volkswagen T1 2-26 sform W 385 1350857323 1956 Volkswagen Transporter-1-221 1956 VW Deluxe_front Berlin, Friedrich-Ebert-Straße, Ruine 1957 Volkswagen T1 - Lelystad 2009 1957 1957 VW Bus Brandweer - Fire engine 1959 Volkswagen T1 1961 Volkswagen Type II flatbed pickup truckElectrician-Tucson 1961-VW-Bus-Brochure 1964 VOLKSWAGEN BUS 1964 VW BUS AMBULANCE VINTAGE 1964 Rio de Janeiro Brasil 1964 VW_T1_Kastenwagen 1966 Volkswagen Kombi 1966 VW Transporter T1 Pickup BE-44-99 1966 VW_Type2_T1c_Kombi 1967 Volkswagen T1 1967 VW Blue-Samba 1967 VW Bus Samba (Bulli) 4cyl boxer a 1967 VW Bus Samba (Bulli) 4cyl boxer b 1967 VW Bus Samba (Bulli) 4cyl boxer brochure 1967 VW Bus Samba (Bulli) 4cyl boxer c 1967 VW Bus Samba (Bulli) 4cyl boxer d 1967 VW Bus Samba (Bulli) 4cyl boxer e Limo 1967 VW Bus Samba (Bulli) 4cyl boxer f metro 1967 VW Bus Samba (Bulli) 4cyl boxer 1967 VW T1b Samba-Bus 1967-79 Volkswagen Type 2 T2b Camper (Europe) 1968 1973 and 1973-1980 Volkswagen Kombi (T2) vans 1968 VW Volk_bus_1968a 1969 VW T1 Auwärter Carlux 1972 Volkswagen German Volkswagen ambulance D 1972-79 volkwsagen-bus-16 1973 VW Bus + aanhanger 1973-1980 Volkswagen_Kombi_(T2)_van_01 1973-1980 Volkswagen_Kombi_(T2)_van_02 1974 VOLKSWAGEN (391 119 503 33-1-1974) 1977 Volkswagen_Kombi_Westfalia_(Auto_classique_Salaberry-De-Valleyfield_'11) 1978 Volkswagen camperbus 1978 Volkswagen Transporter 1970's Minibus Rome Colosseum 1978 Volkswagen_Transporter_Pickup_(T2) 1978 VW LT 28 Kasten - Hochdach 1979 Volkswagen -183 Iltis, 4x4, 1979 1979 Vw silverfish 1979-84 VW-LT31 1981 Volkswagen Caminhões e Ônibus Ltda (VWC) 1981- Brazilië 1982 Volkswagen Transporter-3-255 1983 Ikarus-MAN-Volkswagen 1988 Volkswagen T2 combi autobus 02-EJ-17 1988 Volkswagen Transporter-3-247 Syncro, 4x4 1988-98 VW LT31 1989 Volkswagen Omnibus I, type 2, Caravelle CL 1990 VOLKSWAGEN T4 A MULTIVAN ALLSTAR 1990 VW T3 Bus 1990-03 VW Trans Caravelle GLA T4 Engine 2461cc Petrol 1991-03 Volkswagen T4 Multivan Allstar 1992 VW minibus-eignet-sich-durch-78598 1992 VW_Eurovan_T4a_Multivan_Allstar 1993 Volkswagen LT35 1996 VW Transporter 1999 VOLKSWAGEN LT 46 TDI 1999 Volkswagen Volksbus-Rosmo Bus Honduras 2000 Volkswagen 16.210 CO-Marcopolo Torino GV Bus Ecuador 2000 VW mauri montisola 2001 Volkswagen LT35 Litouwen 2001 Volkswagen Microbus Concept. 2002 Volkswagen -Kutsenits City III Non-Step Bus Tokio OLYMPUS DIGITAL CAMERA 2004 VW_Eurovan_T5_Multivan 2005 VW Bus 2005 VW T5 Transporter 2005 VW_Kombi_Silver_Limited_Edition Brazil 2006 BSB_Flex_cars_118_09_2008_VW_Kombi_Total_Flex_with_logo_blur 2007 Volkswagen Crafter 50 Litouwen 2007 Volkswagen Crafter UK 2009 Volkswagen Constellation de 2009 (Brésil) 2009 volkwsagen-bus-33 2010 Comil_Versatile_Volkswagen_-_Buses_Schuftan___Ago_2010 2011 Volkswagen Bulli rear 2011 Tokyo Motor Show 2012 VW Bulli concept 2013 Volkswagen Craftfter 2013 Be_Your_Own_Goddess_art_bus_(1967_VW_Kombi)_IMG_0136 Brazilian_Kombi_pair water and air cooled Brazilian_Watercooled_Kombi Brazilian_Watercooled_Kombi_Engine Brazilian_Watercooled_Kombi_Interior BusscarVisstaBussHiVolkswagenBusesBioBio132 CaioGiro3400VolkswagenBusesInterbus_2 DoubleBack-VW-campervan-07 IKARUS 521 op VW LT55TD Ikarus 526-os, az Ikarus 405-ös VW Kombi_Pick_Up_Aço Marcopolo_Senior_-__Volkswagen_Buses_Landeros_Reg._Metrop_____Jun_2009 MarcopoloSeniorVolkswagenBusesDhinos modern_reinterpretation_of_the_classic_vw_westfalia_camper_van-2 Neobus_Spectrum_-_Volkswagen_Buses_Serena_Mar_IV_Reg______Oct_2008 Party_VW_Type_2 Porsche_Diesel_Bus_blau Satélite 15851 - Busscar Urbanuss Ecoss VW 17-230 EOD VETTER-VW Volkswagen - Den Oudsten en zn., Woerden Volkswagen 9.150 ECE Armored Truck 1 VOLKSWAGEN 40 300 Volkswagen 250 AutoBomba Volkswagen Brazilië Tanker Volkswagen Brazilië Volkswagen buses KRESPOL Sokółka Volkswagen Chascomus VOLKSWAGEN CONSTELLATION Volkswagen Crafter tamlans pegabus ambulance Volkswagen D Volkswagen en Magirus Volkswagen HAP UTRECHT 9-871 Volkswagen ingwhite1 Volkswagen L80 1994–2000 (Brazilian built) Volkswagen LT 40 D Volkswagen LT 40a D Volkswagen LT NL Volkswagen LT Rosenbauer Volkswagen Portugal Volkswagen Samba(1) Volkswagen T1 LEGO Volkswagen T1 type2 Crew Cabin (1950-67 Europe 1950-75 Brazil) Engines 1193 cc, 1200 cc and 1493 cc. 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STEYR – Daimler – Puch AG Steyr Austria 1864 – 2001


Steyr-Daimler-Puch AG
Former type Aktiengesellschaft (Joint stock company)
Industry Transportation, Defense
Fate Split up by divisions; remainder acquired
Founded 1864
Defunct 2001
Headquarters Steyr, Austria
Products Vehicles (cars, trucks, buses, motorcycles), Weapons

Steyr-Daimler-Puch was a large manufacturing conglomerate based in Steyr, Austria, which was broken up in stages between 1987 and 2001. The component parts and operations continued to exist under separate ownership and new names.

1924 Steyr vintage cabrio bus

1939 Steyr vintage cabrio bus



Austro Daimler Sascha

The company, initially known as Josef und Franz Werndl and Company was founded in 1864 as a rifle manufacturer. It grew rapidly during the First World War, by the end of which it employed 14,000 people. The company began producing bicycles in 1894, and Steyr automobiles after 1918. In September 1917 Steyr recruited Hans Ledwinka, now remembered as one of the great automobile engineers of the twentieth century, but then relatively unknown, to the position of “Chefkonstrukteur”, to lead the creation of their automobile manufacturing businessThe first Steyr car, the six cylinder Type II “12/40” appeared in 1920. It was heavy and well-built, if a little cumbersome; soon, however, it spawned sports versions with an impressive list of international achievements. The small but luxurious 1.5 L six Type XII of the late twenties won international motor press acclaim.

1939 Steyr220L

1939 Steyr 220 L

Logo of Steyr-Puch on the Pinzgauer

Logo of Steyr-Puch on the Puch 500

The company changed it name to Steyr-Werke AG in 1924. In 1934, Steyr merged with Austro-DaimlerPuch to form Steyr-Daimler-Puch. The range produced in these years mainly consisted of very modern designs, sporting partially or complete unit construction bodies in streamlined livery, from the one-litre Steyr 50 to the 2.3 L 220 “six”.

1929 Waffenrad_niesner_1929

During World War II, when Austria was part of the Third Reich, Steyr-Daimler-Puch’s Generaldirektor Georg Meindl became one of the first German industrialists to suggest the use of slave labour from concentration camps to boost manpower at Steyr. The request was approved and prisoners were brought by guarded train from the Mauthausen-Gusen camp complex at Gusen 30 km distant. Later, on 5 January 1942 Meindl wrote a letter to SS Gruppenfürhrer Ernst Kaltenbrunner recommending a new ‘satellite’ prison camp be constructed to house prisoners nearer the Steyr factory complex, explaining how this would reduce the time and loss of prisoners in transit to and from work while also reducing security and transport overhead costs. This was approved and prisoners were used for facilities construction (bomb shelters, etc.), and to supplant manufacturing labor. This practice heretofore was not common at other larger German companies, though others followed suit including Mercedes-Benz and MAN. The vehicle range was for military use, including the Steyr RSO Raupenschlepper Ost with an air-cooled 3.5 L V8 engine designed by Ferdinand Porsche, who worked for the company at that time. War-time production there also included small arms, assault rifles, machine guns, and aircraft engines.

1935 Puch_250_R

After the war, Steyr-Daimler-Puch built Diesel engined trucks and buses, small and heavy tractors and also resumed passenger car production. First, Steyr assembled the FIAT 1100E, then put their own engine in a Fiat 1400, renaming the car the “Steyr 2000”. From 1957 through to the early 1970s it produced the tiny Puch 500 under license from FIAT, again with an engine of Austrian design.

1939 Steyr 380 Cabrio

1939 Steyr 380 Cabrio

Most prominent, however, was its range of off-road cars, from the two-cylinder Haflinger and the 4 x 4 or 6 x 6 Pinzgauer, the Fiat Panda 4×4 (999cc) to the Mercedes-Puch G. SDP was the initial designer and manufacturer of these utility vehicles. The Haflinger was produced from 1959–1974, the Pinzgauer from 1971–2000, and the Puch G (also known as Mercedes G-Class) from 1979.

Haflinger geproduceerd door Steyr-Daimler-Puch.

Haflinger produced by Steyr-Daimler-Puch.

The company produced a line of motorcycles and motor scooters marketed in the United States through Sears Roebuck including the SR 125 motorcycle which was delivered in a cardboard crate box to the customer’s home.The Austro-Daimler branch built heavy tractors and trucks for the imperial Austrian army (before 1915). The main Steyr civil agricultural tractor production started in 1947.



After the war Steyr-Daimler-Puch resumed manufacturing bicycles and mopeds, gradually establishing distributors in several countries to manage their sales. Steyr also made bicycles for sale for other retailers, most notably Sears. In the mid 1970s “Steyr-Daimler-Puch America” was incorporated in Connecticut to manage importation and distribution of bicycles and mopeds. Puch Austro-Daimler bicycles remained in production at Graz in Austria until the motorcycle and bicycle fabrication portions of the company there were sold in the mid 1987 to Piaggio & C. S.p.A. of Italy.



Because of their extreme durability and toughness Steyr products won many enthusiastic friends around the world.

Gradual dissolution

In 1987, Steyr-Daimler-Puch AG began selling portions of its different production lines to form separate companies, which included Steyr Nutzfahrzeuge AG (SNF) (still based in Steyr) for truck manufacturing, Steyr Bus GmbH (in Vienna) for bus manufacturing, Steyr-Daimler-Puch Fahrzeugtechnik AG (SFT) and the EUROSTAR joint venture in Graz-Liebenau for assembly of automobiles and, in 1990, Steyr Tractor (Steyr Landmaschinentechnik AG).


Puch 250 SGS 09

Other production lines were also spun off or sold outright to form independent companies, including Puch’s motorcycle division going to Piaggio and Steyr Mannlicher producing weapons. In 1990, the diesel engine division was spun off into Steyr Motorentechnik GmbH, which in 2001 became an independent company, renaming itself Steyr Motors GmbH. Steyr Landmaschinentechnik AG (Steyr Tractor) was sold to Case Corporation in 1996 and renamed Case Steyr Landmaschinentechnik (and is part of CNH since 1999).

Steyr 40 als Kleinbus

Steyr 40 als Kleinbus

Automobile production remained with Steyr-Daimler-Puch Fahrzeugtechnik (SFT) until Magna International acquired a majority holding, in 1998, and in 2001–2 SFT was absorbed fully by Magna, becoming Magna Steyr.

2005-MAGNA-STEYR-Mila-Concept-SA magna-steyr_mila-ev_4

2008-Magna-Steyr-MILA-Alpin-Concept-Front-And-Side 2011-magna-steyr-mila-aerolight-front-1080x1920 magna-steyr-mila-concept-front-view Magna-Steyr-Powertrain-ECS-Eco-Truck-by-Krug-lg

In 1998, the production of military vehicles was sold to an Austrian investor company, which named it Steyr-Daimler-Puch Spezialfahrzeug GmbH (SSF). In 2003, SSF was sold to the U.S. company General Dynamics, a defence equipment manufacturer.

Steyr trucks

Steyr’s first truck was the Typ III, presented in 1920. Steyr built traditional bonneted trucks in the post war years, but in 1968 the distinctive cab over Steyr 90 series was introduced. This was followed by the 91 and the 92 series, built until MAN took over Steyr’s truck production in 1990. A version of the 92 series is still built as the 12M18/12S18 for a number of military users, and was also sold by Britain’s ERF as the ES-series. Some MAN trucks are still available with “Steyr” branding for the Austrian market.

Beginning in 1994, Steyr used MAN’s F2000 cab for the NSK series (Neue Schwere Klasse, or “new heavy class”), while the light and medium duty trucks were the NLK and NMK (Neue Leichte Klasse and Neue Mittlere Klasse), based on MAN’s similarly situated L2000 and M2000 ranges respectively. The NLK ranged from the 6S10 (6.5 tons, 102 PS) to the 11S23 (11 tons, 233 PS). The NMK range was from 12 tonners up to the three-axle 25S26. These cabins were referred to as “Typ 152” in Steyr’s internal parlance.

1922 Steyr III - mit 2,5 to Nutzlast 1924 Steyr OesterreichPostmotorschlittenRadstaetterTauern_HohlmayrSsGasthaus_Baydekarte 1932 steyr 40D340 1934-38 Steyr 150 155k 1935 Steyr-440 (40D), 6x6 1938 Steyr-250 1939 Steyr-643 (40D), 6x6 1940 Steyr М-К 1941 Steyr 1500 A light truck 1941 Steyr-270 (1500А), 4x4 1947 Steyr 480bh4 Röntgenbus 1949 steyr 680a 1949 Steyr Diesel 380 e 1950 Steyr 380 Abschleppwagen 1950 Steyr 380 1950 Steyr 380b Flatz p1 1950 Steyr 380b Flatz96 p2 1950 Steyr 380b Ruestwagena 1950 Steyr 480 kipper 1950 Steyr 480 truck 1950 Steyr 480ab 1950 Steyr 580 series of 4x4 3-ton trucks 1950 Steyr 580bh1 1950 Steyr 580bh3 DCF 1.0 1950 STEYR flambant neuf des Transports Bouchat de GESVES 1951 Steyr 380g b1 1951 Steyr 480 goes p1 1951 Steyr 586 p1c 1951 Steyr 586 1951 Steyr 586f 301279aa 1951 Steyr Diesel 380 II 1951 Steyr Diesel 380 IIa 1952 Steyr 380 TLF 1953 Steyr 260 Kastenwagen (2) 1953 Steyr 260 Kastenwagen 1953 Steyr 260 1957 Steyr-480 1958 steyr586bhfw 1961 STEYR 380 1962 Steyr 586 XS-83-64 1962 STEYR 680 TRANSPORT DE TROUPES 1964 steyr hocke 1964 Steyr Steyr-Puch 586 1965 Steyr-Puch Pinzgauer, Noriker 1965 1967 steyr diesel 680 M 2 1968 Lkw Steyr 680M, der Vorgänger des Lkw Steyr 12M18 1968 Steyr-680МА, 4x4 1969 Steyr-680М3, 6x6 1970 Steyr-Fiat 1100 T 1,3 1973 STEYR-PUCH PINZGAUER 712 Mz 1974 Steyr-Puch Pinzgauer 1975 STEYR-PUCH PINZGAUER 710 Ky 1975 STEYR-PUCH PINZGAUER 710 Mz 1979 Steyr1004 1980 steyr 1890 40vb34 1980 Steyr 1890 1980 Steyr Red 1983 Steyr 1291.280М, 4x4 1983 Steyr 1490 S29 6x4 1984 Steyr 1491.310 1985 Steyr en 1986 Steyr 1491.330M, 6x6 1987 STEYR 15 S 18 Coca Cola 1988 STEYR 50 604 1989 Steyr 25 S 31 1991 STEYR 19 S 31 40 1991 Steyr 19S29 airfield fire-fighting vehicle, 4x4 1992 Steyr Puch Noriker 1993 Steyr 35М36, 6x6 1993 Steyr Puch Pinzgauer 718M 1993 Steyr-19S36-HD-Silosattelzug-blau-Silo-grau-Schoer 1994 Steyr 12M18 4x4 1994 steyr 12m18 1995 Steyr 14.224LAC, 4x4 1996 steyr pitztal 2 1996 Steyr 1996 US Army BAE FMTV truck based on Steyr 12M18 1998 Steyr 18.264LAE, 4x4 2007-05-28  steyr Magna-Steyr-Powertrain-ECS-Eco-Truck-by-Krug-lg Pinzgauer prototyp steyr 40 b1 Steyr 180 Steyr 490 steyr 590 bp5b steyr 640-2 Steyr 690 4WD-Rosenbauer Steyr 690 Feuerwehr Steyr 690 Steyr 890 Ad Steyr 1500 Omnibus Personal Bus Steyr BP Grangemouth H736TLS Steyr Diesel 260 als Sattelschlepper Steyr jy Steyr korea Steyr Mais Vrachtwagen Steyr New Pingauzer steyr plus p1c Steyr Puch Haflinger Pathfinder Steyr Puch Haflinger Steyr rso 01 Steyr Saurer 780a womo 4a Steyr T Steyr Type 1500A Kfz.31 Ambulance a Steyr Type 1500A Kfz.31 Ambulance Steyr_Daimler_Puch-Pinzgauer_718_mp958_pic_71380 steyr-586-02 steyr-586-04 Steyr-640 cargo truck Steyr1010 Steyr1500-2 original Steyr-Daimler-Puch AG 1920-1990 Steyr-Daimler-Puch Laxey's Pinzgauer Foxtrot 2-3 Steyr-Puch Haflinger steyr-rso-01-tractor-raupen-schlepper-osttracked-tractor-east TLF Steyr

 Steyr Cars

1920-24 Steyr Typ II - das Waffenauto 1922 Steyr Targa Florio 1924 Steyr Typ V 1924 Steyr V - 1924 1924 Steyr VI 3.3 ltr a 1924 SteyrXX 1925 Steyr Typ VII mit Flachkühler 1925 Steyr VI 3.3 ltr 1925 SteyrVII 1926 Steyr Typ SS 1926 Steyr Typ VII 1926 Steyr Typ VIIa 1926 Steyr XII b3 1926 Steyr XII_b1 1927 Steyr Typ XVI - 4 ltr, 6 Zylinder - der letzte Typ einer legendären Reihe 1928 Steyr 40 als Kleinbus 1929 Steyr Austria_b1 1929-steyr30-copyright-porsche 1930 Steyr 530 ambulance 1930 Steyr 530 Prototyp 1930 Steyr FIAT 1100E s2b 1931 Steyr 630 Limousine 1931 Steyr 630 p22c 1931 Steyr 630 p23c 1932 Steyr 630 Cabriolet p24c 1932 Steyr 740 - Ambulanz Steyr Typ 220 with Harshvardhan Singh of Dungarpur 1933 steyr 530 s36 p27 1934 Steyr 100 1934 steyr 430_pg3 1934-38 steyr 100 p12 1934-38 steyr 200 p15 1935 steyr 36 p23 1935 Steyr 100 Kabrio a 1935 Steyr 100 Kabrio 1935 steyr 100 p27 1935 Steyr 530 p23 1935 steyr 530glp2pg 1935 steyr 630 cstm1 1935 Steyr_200 1936 Steyr 50 Baby 1936 Steyr 100 wf1 1936 steyr 125 p14 1936 steyr 125_p13 1936 steyr 200 p19 1936 Steyr 530 p13 1936 steyr 630 cstm2 1936 Steyr 630 Gcp1c 1937 steyr 50 p2 14 1937 steyr 50 p2 21 1937 steyr 50 p2 24 1937 steyr 50 pk14 1937 steyr 50 vw P3 1937 Steyr 50 1937 steyr 120 s36 p24 1937 steyr 125 p15 1937 Steyr 220 - cabriolet by Gläser 1937 steyr 220 153 1937 steyr 220 cabrio 4 venster p133k 1937 steyr 220 cabriolet 4 venster 1937 steyr 220 cabriolet p123 1937 Steyr 220 Kabrio 1937 steyr 220 kabriolet sport 1937 Steyr 220 Limousine - Innenlenker 1937 steyr 220 p14r 1937 steyr 220 p143 1937 Steyr 530 p33 1937 steyr bus 1937 Steyr-640 (40D), 6x6, Staff Car 1938 Steyr 55 Ad 1938 Steyr 55 special 1938 Steyr 55 t1a 1938 Steyr 220 Sport Roadster 1938 Steyr Daimler Puch 55 1938 Steyr-250 1938 steyr1500a1m 1939 McEvoy Steyr 700 1939 McEvoy_Steyr_rear 1939 Steyr 220 1939 Steyr220L 1939 Steyr-643 (40D), 6x6 1939 steyr1500ac1 1940 Steyr 55 Baby 1940 steyr 55 p2 o7 1940 steyr 55 p2c 1940 Steyr 70 - Prototyp 2 1940 Steyr 70 - Prototyp 1941 steyr 1500 bus 1941 Steyr 1500 Omnibus Personal Bus 1943 Steyr 1500 A 1943 Steyr Type 1500A Kfz.31 Ambulance a 1943 Steyr Type 1500A Kfz.31 Ambulance b 1943 Steyr Type 1500A Kfz.31 Ambulance 1943 Steyr1500 Ambulance 1950 Steyr 60 - Modell 1950 1950 Steyr 60 - Prototypen 1951 Steyr Amb abd

1949-52 Steyr-Daimler-Puch ... 1952 Steyr 160 - Prototyp 1953 Steyr 2000 (Luxus) 1953 Steyr 2000 A - Prospekte a
1953 Steyr 2000 A - Prospekte 1953 Steyr 2000 A Grand Vue - Mod. Fiat 1900 A Gran Luce 1953 Steyr 2000 A Grand vue 1953 Steyr 2000 A Standard - Mod. Fiat 1400 A 1953 Steyr 2000 B Grand Vue - Steyr 2300 Grand Vue 1953 Steyr 2000 Ghia 1953 Steyr 2000 Grand Vue 1953 Steyr 2000 Luxus - Mod. Fiat 1900 A 1953 Steyr 2000A p1c

1953 steyr typ 50 s36_p23 1955 Steyr 1400A 1961 Steyr Puch IMP 700 GT 1995 Puch_G 1999 Steyr-Daimlar-Puch Super G West Sussex Austro Daimler Sascha Puch_250_SGS_09 steyr 12L p13 Steyr 50 wf1 Steyr 640 Ambulance Steyr 700C Steyr 740 b2 Steyr diverse a Steyr diverse b Steyr diverse Steyr IV - 4 Zylinder, 2 ltr, 23 PS bei 2000 U-min Steyr Klausen Sport P11 Steyr Klausen Sport Steyr Pkw von 1920 bis 1941 Steyr Puch 500 D Steyr puch107a "Bis ans Ende der Welt..."/DKW F5 Meisterklasse, Baujahr 1935 Steyr VI Sport - 4 ltr. 90-100 PS Steyr_fiat_1100_cut Steyr_fiat_1100_d steyr-126-04 Steyr-Puch 650-750TR CZ SteyrPuch500_1 steyr-puch-fire-engine-01

Steyr Buses

3-steyr-380-verkehrsbetriebe-gschwindl-91440 1051 Steyr_LKW,_Bus 1924 Steyr OesterreichPostmotorschlittenRadstaetterTauern_HohlmayrSsGasthaus_Baydekarte 1939  teyr-busse-oldtimer-02b-100037 1939 Steyr 380 Cabrio 1939 Steyr vintage cabrio bus 1939 steyr-busse-oldtimer-02b-100036 1939 steyr-busse-oldtimer-02b-100038 1946 Steyr-640 fire bus 1948 Steyr 480A p1c 1948 Steyr 480A p22 1948 Steyr 480A p23