GTE
This car did not represent the literal term of ‘smog’, but it was part of the smog-era’s timeframe. In 1980, Bradley Automotive introduced an all electric sports car called the GTE. Moving it down the road was a 20.7 horsepower motor. Backing the motor were 20 six volt lead acid batteries, plus a single 12 volt unit for the vehicle lights, wipers, radio, etc.

It was quite a bit heavier than the Beetle it was based on— nearly 3000lbs. Top speed was 75mph and zero to thirty miles per hour took 8 seconds. The GTE was built to almost the end of the smog-era, 1982.

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GT II
The ‘II’ version of the GT was sold starting 1977, effectively replacing the earlier version, though both were sold concurrently for a couple of years. Like the basic GT, these too utilized a VW Bug chassis, most of which were from the 60s. While the first GT had plexiglass type enclosures that flipped up, the GT II came equipped with full gullwing doors.

The price for the kit its first year was $5150.00, which was nearing the cost of an assembled new car. For about a thousand more, you could get a fully assembled version from the factory.

Options included mag wheels, air conditioning, and even a CB-radio. A more upscale ‘Limited Edition’ package was offered in 1979. The final GT II was sold in 1981, though like the original version, many kits remained un-assembled for years thereafter.

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GT
The Bradley GT was in the middle of its timeline as of 1973. These were officially sold as kit cars, though fully assembled versions could be arranged through the factory. Usually the builder would place these on a second hand Volkswagen Beetle platform but sometimes a Chevrolet Corvair would find itself under a Bradley.

An interesting option was a padded roll bar that you could spec out inside the cockpit. The GT was offered through the 1978 model year. Performance was up to the builder, as the VW aftermarket was, and still is quite sizable.

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2CV
The ‘Deux Cheveaux’ (DOO shev-OH) as it’s officially named, was the French equivalent of the VW Beetle. It was produced for what seemed like forever and had a low power air-cooled engine. Also, they are said to be extremely rugged cars. Weight was only about 1200-1300lbs. Unlike the Beetle, this one was front wheel drive and the engine was in the front.

By the time the smog-era rolled around, the 2CV was not widely imported to the U.S. There’s enough over here now to make mention. When they were imported, it was usually by third-party specialists who took care of the countless legalities. Most of the time, they came here as knock-down kit cars, or refurbished units to lessen the paperwork.

The car was one of the oddest-looking vehicles of all time. Even in its later years it still looked like it was from the 1940s. The headlights were the round variety up until 1974. For 1975, rectangular is what went on. The round style was still used on the lower-contented 2CV Special which was new this year. A favored feature to its owners is the roll-back canvas roof.

So on to 1973… Two engines were made available. First was a 435cc H2 with between 18-26hp. It provided a top speed of 63mph. The other choice was a 602cc H2 with between 29-33hp. It provided a top speed of 68mph. The sole transmission was a 4-speed manual. The braking was a 4-wheel drum type system up until 1981 when the fronts became disc units.

Trim packages were made available during the 70s. The Club and Charleston were the more-upscale versions. The 2CV continued to be imported by 3rd parties in limited numbers for many more years to come.

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GT
The Kelmark GT was sold as a kit car. The shape it held was heavily influenced by the Ferrari Dino 246GT.

The first of two variants was the GT Independence. It was engineered to be used on a Volkswagen Beetle chassis. The layout, like that of the Beetle was rear engine/rear wheel drive. Weight came in at about 1700lbs. Wheelbase was 95 inches and the overall length was penned at 174 inches.

The second variation was called the GT Liberator. It was a more involved setup made to be used on a tube chassis or a platform of the builder’s choice, with mild modification.

The most common engine used by builders was the Volkswagen H4 of varying displacements. Chevrolet V8s were also said to be fitted by others.

Kelmark GTs were produced from the late 1960s to mid 1990s, but are said to be one of the hardest kit cars to locate, either pre-built or in NOS (new-old-stock) kit form. Notable were the turbine style wheels that were very popular during the smog-era timeframe.

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Vanagon
The MicroBus was replaced with it for 1980. The name was a play on the combination of ‘van’ and ‘station wagon’. For trim levels, there was the base Vanagon, Vanagon L, and Vanagon GL.

It came in two configurations, which were passenger van or camper, the latter of which was outfitted by Westfalia. Powering it was a rear mounted, 2.0L EFI H4, which made 67hp. Like the Beetle’s engine, it was air-cooled also. The same basic idea lasted through the 1983 model year. Transmissions were a choice of 4-speed manual and 3-speed automatic.

In 1982, a 1.6L Diesel I4 (water cooled) of just 48hp was added to the option list. It was backed with a 4-speed manual transmission. This changed over to a 5-speed for 1983. These were the only two years for the diesel in a Vanagon.

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Beetle Cabriolet
This one was also known as Super Beetle Convertible, or simply Beetle Convertible. During the smog-era, it shared the platform of the Super Beetle.

For power it used the 1585cc 1bbl H4 though 1974 and the 1585 EFI H4 from 1975 onward. The common 4-speed manual trans was used as well.

The Cabriolet carried the torch for the Bug in 1978 and 1979 as it was the only Beetle sold in the U.S. these to years. It was gone altogether for 1980.

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Super Beetle
The Super Beetle was fresh off a slight update in 1973. As of this year, the platform was internally known as the 1303 series. It varied from the standard Beetle enough for this site to give it its own area. These differences were as follows…

The wheelbase was longer at 95.3″ (vs. 94.5″). The front track was wider at 54.9″ (vs. 51.5″). The overall lenght was 164.8″ (vs. 163.4″). The turning radius was much improved @ 31.5′ (vs. 36.1′). The front suspension was coil-sprung whereas the regular Beetle was torsion-sprung. The hood and nose were longer on the Super version.

The engine was the same 1bbl or fuel injected 1585cc unit of 46-48hp, depending on year. The same 4-speed manual trans was used in both series.

The final year of the Super Beetle was 1975. The Super-style platform lived on in the Beetle Cabriolet after this year.

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Beetle
The VW Bug for 1973 was equipped with a 1585cc 1bbl H4, which translated, is 96.6 cubic inches. Horsepower was sparse by today’s standards at 46, and torque was 87. Fuel economy was decent by modern standards at 25mpg average. It was packed full of new safety features as of 1973. These were a redesigned windshield, a padded dash, and better bumpers. A sporty Beetle arrived this year as well, aptly name Sports Bug. It had better seats, nicer steeing wheel, wider radial tires, and the option of stripes.

In 1974 torque dropped to 71 points, while power stayed the same. For 1975 the bad news was the catalytic converter that was now on the car. The good news was that the engine was now a 1585cc Fuel Injected H4. Power was now 48, and torque was now 73.

In 1976 it was mostly a carried-over year for the standard Beetle. A new safety feature was started in 1977 in form of head restraints on the front seat. The basic Beetle was discontinued in the U.S. after 1977. To go forward, see the Beetle Cabriolet area.

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