If interested, call 510-533-4416, noting that we're in the Pacific Time Zone. You can also email us at OACparts@OaklandAirCooled.us.
ABOVE: Yes, the hubcaps were missing for these photos but are included with the car. The wheels, meanwhile, have been powder-coated with UV protection and new hubcap clips installed, and the tires mounted are in great condition.
This car has its own set of web pages describing it in more detail. Find them here.
This beautiful car has great coachwork and a period-correct Okrasa engine and won third place among Karmann Ghias at the 2016 Kelley Park Spring Meet hosted by the Vintage VW Club of America, Golden Gate Chapter. Subsequently the interior has been mostly re-done, returning it to nearly completely period correct status, including all 8 rubber mats! In addition to the ultra-rare rubber mats, the steering wheel, horn button and attendant parts were replaced with a period correct - and beautiful - steering wheel assembly. Further, the seats, as displayed at the Kelley Park show, had two tears in them and these faults were remedied. Additionally, the door panels were lovingly repaired and re-dyed. It's a much more correct vehicle today than it was at that time.
The Okrasa engine is an original, with standard displacement and a beautiful Autolux four-tip exhaust. The engine was just freshly rebuilt (zero miles) by a professional who primarily works on Porsche 356 engines, and has Okrasa experience going back to the mid 1980s. The brakes and most of the rest of the mechanicals have just been gone through (new shoes, hoses, cylinders, etc) and are in great condition. The transaxle is fully synchromesh.
This car has beautiful but not perfect paintwork, and has just recently had the body taken off the pan to replace some of the floor panels. While the body was off, the true condition of the underside was visible and there is zero rust. (Photos taken to prove it!) The only accident damage that's apparent is localized to the forward portion of an inner support panel.
The engine deserves a bit more description because it truly is a wonderful bit of machinery. Virtually all of it was completely - and properly - rebuilt. The Okrasa heads, intakes, linkage are all old-school, 1950's pieces, the carbs are new, and the fuel line to them is a modern reproduction. The camshaft is a New Old Stock (NOS), ultra-rare, genuine old-school Iskendarian 2-J grind, widely considered the best cam for these engines back in the '50s. The pistons and cylinders are a new OE set made about 30 years ago, balanced to 0.1g - in fact, the entire engine is meticulously balanced... The sheet metal pieces are all top quality pieces, powder-coated for longevity and fit correctly. All the various otherwise bare-metal pieces, right down to the dipstick, we re-plated to protect against corrosion (as original). Literally nothing was overlooked, and then, when completed, the engine was run-in on a Stuska water-brake engine dynamometer, as per VW specifications to ensure long life. The crankcase is an un-numbered replacement case from '59. The engine builder created a web page for this engine, find it here.
This car was restored in the mid 1980s, during which the car received what were at the time considered "upgrades", including a late-model padded dash, 12v electrics, a dual-port engine, among other changes. The present owner decided to return the car to a more appropriate form for 1959, replacing the late type dual-port engine with a period-correct dual-port Okrasa based on the original 1959 engine. It produces fully 50% more horsepower than stock. Meanwhile, however, the 12v electrics, fully synchronous transaxle, and dual circuit brakes were retained for practical reasons.
The door and quarter panels needed some help. The door panels were dismounted from their backing boards and new backing boards created and the skin remounted, and along the way they and the quarter panel upholstery were re-dyed, the aluminum trim straightened and so forth.
The price on this vehicle is dependent upon which engine is included with the vehicle, considering that the Okrasa engine represents a significant fraction of the total price of the vehicle. So, we're offering this car with the Okrasa engine or driving with a standard 36 hp engine.
This car has its own set of web pages that describe it in detail. Find them here.
This car has never had any accident damage of any kind we could find (save a modest bump to the rear bumper), and the nose is among the best in the world. It is in the final stages of a decade-long full-on restoration effort in which the body was taken off the chassis and both the chassis and body completely attended to. During this period, the vision for where it would end up changed from a stock restoration to an electric vehicle with a 1962 K. Ghia metal dash and special gauges unique to EV use, then again back to gasoline, this time with a Porsche engine. This final vision is now being completed, the last significant task to complete is the fitting of the new top.
AT RIGHT: The dash is nothing short of lovely. Yes, it's a '62-era dash in a '71 car, done during the car's "second vision". (See the above text.) See a close-up image of the gauges below. ... And yes, the glove-box lid locks, as it should on all cabriolets, with the same key as the ignition.
The steering wheel and horn ring parts are new, in sliver-beige to slightly contrast the ivory. The wiper and headlight knobs are also silver beige. The high-beam / low-beam switch is on the wiper switch, as was done on the '71 model but with an earlier switch that matches the earlier style (seen in image below).
In its present form, the engine is a professionally rebuilt (0 miles but dynamometer run-in) Porsche 912 engine, done by a builder who specializes in early Porsche engines. The engine is complemented by a gauge package suitable to the vision, all matching the 1962 Karmann Ghia style. VDO, the original gauge manufacturer for Ghias, was contracted to not only rebuild the speedometer and fuel gauges, but also fabricate a tachometer (which replaces the clock), oil pressure and oil temperature gauges in exactly matching style. They also agreed, via a special arrangement, to provide their original warranty to the new owner of this vehicle.
AT RIGHT: Here are the gauges, installed. (See the above text.) Note that the additional gauge mounting locations are exactly where Karmann placed them on the few cars of that era known to have received such gauges from new (ie "factory", not "dealer"). Karmann always put the fuel gauge top center; we believe there's enough wire length to swap them around.
Notably, the wiring harness was replaced, and along with this, because of the mis-matched dash, intelligent, informed choices were made on how to blend the needs of the '62 dash to a 1971 vehicle by borrowing from various other years of VW. For example, a 1967 wiper switch accommodates the smaller dash hole while serving the late type wiper motor. Further, the engine-bay and gauge wiring is nothing short of masterful.
The car has what we believe its original engine fitted - and we've driven the car with this engine.
AT RIGHT: Here we're almost done installing the engine. We've powder-coated the tinware and replated the pulley and other bits so it looks a little more pretty.
Yes, it's just a stock engine, with that famous VW reliability, durability, and economy.
However... Want a little more power?
...Here we're tempting you! For an extra $14,000 you can buy the car with a Porsche 912 engine like this one!
AT RIGHT: The Porsche 912 engine, installed. At 1719.4 cc, it produces ~ 120 hp DIN and has a useful powerband from 2000 to 6000 RPM - compare stock VW's useful power from 1500 to ~ 4300 RPM and ~ 50 hp DIN.) Note the two screws through the sheet metal to the right of the engine; these permit re-installation of the stock Karmann Ghia engine's air cleaner stand, if desired, also provided with the car.
This 912 Engine The engine shown installed in this image above is Porsche engine type 616/36, better known as a 912, from September, 1966. The core is a rock-solid forged, counter-weighted Porsche crank with the best rods (rebuilt), all new bearings and a new set of modern "biral" big-bore (86mm) pistons and cylinders. All new valve guides and valve springs, and hard-faced rockers go along with all the other steps one takes in a top-notch rebuild. It has a brand new pair of Weber 40 IDF carburetors (still under warranty) and a brand new Bosch 12v generator (probably also under warranty, we're not sure). Additionally, the fuel pump was rebuilt and the distributor checked and serviced. All the tin is powder-coated for good looks, long life and easy cleaning, and the otherwise bare-metal pieces were all re-plated (as original) to protect against corrosion. It was rebuilt by a professional engine builder who specializes in Porsche 356 and 912 engines and has been run-in on a dynamometer for tuning and to ensure long life. The engine was fitted with a brand new special flywheel that permits use of the standard 200mm VW clutch, so only stock VW parts are needed whenever service is required. A custom-made rear pulley shroud (sometimes called the "breast plate") was fitted to perfectly (and beautifully) close off the engine bay (as all VW and Porsche air-cooled engines do) and the breather was modified to clearance the Karmann Ghia's stock "rain tray" mounted to the underside of the engine lid. A "Bursch" extractor exhaust system does double-duty as high-performance exhaust and provides clearance below the Karmann Ghia coachwork that the stock muffer does not. The engine has a new set of 86mm pistons and cylinders with the original type biral (aluminum / iron) cylinders, new valve guides, re-faced lifters, not just re-faced but "hard-faced" rockers ... In fact, there's so much that could be said about this engine that we'll just point you to the engine builder's original page they created to market this engine and still have on their web site! Find it here. That page has 35 images of this engine during assembly, and gobs of text!
The rocker panels, the metal structures joining front and rear below the doors, deserve special commentary. When Karmann made the car in 1971, they did not paint inside the rocker structures, and so, this many years later, all KG Cabriolets have rusty rockers unless they've already had work done to correct the issue. Given the full-on nature of this restoration, the rockers were done in the best way possible. First, the outer skin was removed, and all corrosion inside the rockers removed, including whatever portions of the insides of the rocker structures that were rotted, including the so-called "stiffeners" (unique to the cabriolet model) and also the divider that keeps heated air away from the outer skin. Then, this area was thoroughly painted and all the panels to be welded in were also painted before installation. Then, as each layer was installed, the areas where the paint was damaged by welding was touched up, and the next layer then installed. This process repeated until both rockers were completed. ... Similarly, other areas with rust on the car were also taken care of.
This Karmann Ghia is a project, but has all the key 1955-only features! Among these include a long-list of ultra-rare parts.
Images and a more-full description is coming soon.
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