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Volkswagen T2 electric van - Back to the future

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Created on July 6, 2022

Text:

Sven Jürisch

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Kai-Uwe Knoth

49

Volkswagen AG

15

Bruno von Rotz

2

Kai-Uwe Knoth

49

Volkswagen AG

15

Bruno von Rotz

2

There is hardly any visual difference between the combustion engine and electric T2.

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The Stromer already had the modified front of the T2b.

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Apart from the socket next to the rear light, there is nothing to indicate the special drive.

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Air circulation in the battery compartment is provided by the air inlets in the sliding door.

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Small, oval tail lights and the running board on the front bumper characterize the T2a.

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The electric T2 was primarily intended for commercial customers. It had no leisure ambitions.

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Local emission-free driving was hardly in demand in the seventies. The electric T2 remained an outsider.

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Even if the T2 is an adventurous type - in the electric T2 it was over after around 60 kilometers.

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Today, electromobility is picking up speed. In the seventies, the shortcomings of the E-T2 were too significant.

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The T2b can be recognized from the front by the indicators positioned above the headlights.

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It can be recognized from the rear by the significantly larger rear lights.

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In addition to the panel van, Volkswagen also offered the electric van as a platform truck.

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In addition to the panel van, Volkswagen also offered the electric van as a platform truck.

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The Stromer was not fast. At around 90 km/h, the propulsion came to an end.

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The Stromer was not fast. At around 90 km/h, the propulsion came to an end.

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Apart from a few details, the workplace in the Stromer is similar to that of the regular T2.

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The fittings of the Elektro-T2

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There is no gearshift and clutch pedal. The direction of travel is selected using the pull button.

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Safety instructions on the dashboard

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The volt and ampere instruments next to the speedometer

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The operating hours counter indicates that the Stromer is not used very much.

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Some solutions in the electric T2 cannot hide the fact that the cars were actually test vehicles.

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The socket connections at the rear

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At that time, the automotive industry was still a long way from a standardized power connection.

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The boxer had to make way for the electrics.

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If there are still any uncertainties despite the obvious electricity storage...

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The Varta battery was originally intended for use in forklift trucks.

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No trace of microelectronics. The battery control was mounted on the loading area in a somewhat shirt-sleeved manner.

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Unmistakable message in the streaming van

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The batteries account for over a third of the vehicle's weight.

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Exciting contemporary witness from the seventies

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Where the electricity for charging and driving came from was not worth discussing in the 1970s.

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At that time, nuclear and coal-fired power still enjoyed a better image.

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Due to the reduced storage space, the electric T2 was particularly suitable for internal company errands.

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Wires and magnets instead of fuel lines and valves

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An experimental platform from the early days of the project.

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Volkswagen, emissions and the USA have always been good for exciting discussions.

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The electric T2 was used at a waterworks in America. At least temporarily.

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After use, Volkswagen retrieved the cars.

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The electric drive is clearly indicated.

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With a continuous output of 22 hp, sporty performance was not possible.

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Ten electric buses were delivered to Tennessee.

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Such a T2 is a likeable appearance

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Such a T2 is a likeable appearance

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With the T2 you can still take part in traffic to some extent.

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The T2, known as the "Kleinbus L", could accommodate up to nine people.

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If the luggage compartment was used, there was still the roof rack for the luggage.

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The early T2 can also be recognized by the indicators positioned under the headlights.

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Oval tail lights from the late T1 with separate reversing light.

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Chrome for the last time: this era came to an end with the T2.

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Very flat-bottomed steering wheel

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The steering column has to be so steep. After all, you sit directly above the front axle.

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Clearly arranged fittings

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Delicate and long gearshift

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Circuit diagram and parking brake

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Plenty of space and three rows of seats in the T2 minibus

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The spare wheel in the trunk

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Today, an original steel crank roof in the T2 is a coveted rarity.

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Nice detail: coat hooks

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The almost 1.6 liter four-cylinder boxer produces 47 hp.

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A small series of the VW Golf Citystromer was produced in 1984. One car mutated into a racing car, photographed at the Techno Classica 2017.

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In the Citystromer, the electronic control unit is located under the hood.

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The hybrid version of the T2 is largely unknown. The only example was scrapped.

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The hybrid technology was designed so that the electric motor was located in the passenger compartment and took over the drive via a converter.

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Willi Josefowitz and Dr. Adolf Kalberlah reminisce.

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Summary

The discussion about electromobility has probably never been as loud and widespread as it is today. But back in the 1970s, the oil crisis prompted Volkswagen to focus intensively on the electrification of its practical Type 2 workhorse, then in its second generation. This richly illustrated article explains how the "electric transporter" project was approached and whether it bore fruit, presenting not only the electric van but also its conventionally powered organ donor.

This article contains the following chapters

The first electric bus
Fairly simple conversion
It is not silent
Initial findings
Innovations at the beginning
Attractive alternative?
Failure with an announcement
The future as a hybrid
The circle is complete
Affordable petrol-powered Bulli alternative - VW T2 minibus L
Rust is the main problem
Modern driving
Is the investment worth it?

Estimated reading time: 13min

Preview (beginning of the article)

Almost fifty years ago, the high price of oil and harmful emissions from cars were already causing a stir and sparking discussions about the mobility of the future. When the situation on the oil market calmed down, the car industry and its customers went full throttle again, albeit with smaller engines in Europe than in the USA. Hardly anyone was thinking about alternative drive systems, except for a small group of engineers in Wolfsburg. They came up with new solutions that are now more relevant than ever. Dr. Adolf Kalberlah was one of the first VW employees to work on the topic of electromobility. The doctor of electrochemistry set out with a ten-strong team to fill the "Future Research" department at Volkswagen with life. Shortly before, the question of how mobility would change when crude oil supplies ran out had been asked for the first time in Wolfsburg. Replacing fossil fuels with electricity was a particularly obvious choice, as the company was relying on nuclear power and coal as energy sources.

Welcome to Zwischengas!

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