Beetle

Beetle (pronounced beet-l)

(1) Any of numerous insects of the order Coleoptera, having biting mouthparts and characterized by hard, horny forewings modified to form shell-like protective elytra forewings that cover and protect the membranous flight wings.

(2) Used loosely, any of various insects resembling true beetles.

(3) A game of chance in which players attempt to complete a drawing of a beetle, different dice rolls allowing them to add the various body parts.

(4) A heavy hammering or ramming instrument, usually of wood, used to drive wedges, force down paving stones, compress loose earth etc.

(5) A machine in which fabrics are subjected to a hammering process while passing over rollers, as in cotton mills; used to finish cloth and other fabrics, they’re known also as a “beetling machine”

(6) To use a beetle on; to drive, ram, beat or crush with a beetle; to finish cloth or other fabrics with a beetling machine.

(7) In slang, quickly to move; to scurry (mostly UK), used also in the form “beetle off”.

(8) Something projecting, jutting out or overhanging (used to describe geological formation and, in human physiology, often in the form beetle browed).

(9) By extension, literally or figuratively, to hang or tower over someone in a threatening or menacing manner.

(10) In slang, the original Volkswagen and the later retro-model, based on the resemblance (in silhouette) of the car to the insect; used with and without an initial capital; the alternative slang “bug” was also analogous with descriptions of the insects.

Pre 900: From the late Middle English bittil, bitil, betylle & bityl, from the Old English  bitula, bitela, bītel & bīetel (beetle (and apparently originally meaning “little biter; biting insect”)), from bēatan (to beat) (and related to bitela, bitel & betl, from bītan (to bite) & bitol (teeth)), from the Proto-West Germanic bitilō & bītil, from the Proto-Germanic bitilô & bītilaz (that which tends to bite, biter, beetle), the construct being bite +‎ -le.  Bite was from the Middle English biten, from the Old English bītan (bite), from the Proto-West Germanic bītan, from the Proto-Germanic bītaną (bite), from the primitive Indo-European bheyd- (split) and the -le suffix was from the Middle English -elen, -len & -lien, from the Old English -lian (the frequentative verbal suffix), from the Proto-Germanic -lōną (the frequentative verbal suffix) and was cognate with the West Frisian -elje, the Dutch -elen, the German -eln, the Danish -le, the Swedish -la and the Icelandic -la.  It was used as a frequentative suffix of verbs, indicating repetition or continuousness.  The forms in Old English were cognate with the Old High German bicco (beetle), the Danish bille (beetle), the Icelandic bitil & bitul (a bite, bit) and the Faroese bitil (small piece, bittock).

In architecture, what was historically was the "beetle brow" window is now usually called "the eyebrow".  A classic example of a beetle-brow was that of Rudolf Hess (1894–1987; Nazi deputy führer 1933-1941).  

Beetle in the sense of the tool used to work wood, stonework, fabric etc also dates from before 900 and was from the Middle English betel & bitille (mallet, hammer), from the Old English bītel, bētel & bȳtel which was cognate with the Middle Low German bētel (chisel), from bēatan & bētan (beat) and related to the Old Norse beytill (penis).  The adjectival sense applied originally to human physiology (as beetle-browed) and later extended to geological formations (as a back-formation of beetle-browed) and architecture where it survives as the “eyebrow” window constructions mounted in sloping roofs.  The mid-fourteenth century Middle English bitelbrouwed (grim-browed, sullen (literally “beetle-browed”)) is thought to have been an allusion to the many beetles with bushy antennae, the construct being the early thirteenth century bitel (in the sense of "sharp-edged, sharp" which was probably a compound from the Old English bitol (biting, sharp) + brow, which in Middle English meant "eyebrow" rather than "forehead."  Although the history of use in distant oral traditions is of course murky, it may be from there that the Shakespearean back-formation (from Hamlet (1602)) in the sense of "project, overhang" was coined, perhaps from bitelbrouwed.  As applied to geological formations, the meaning “dangerously to overhang cliffs etc” dates from circa 1600.   The alternative spellings bittle, betel & bittil are all long obsolete.  Beetle is a noun & verb & adjective, beetled is a verb, beetling is a verb & adjective and beetler is a noun; the noun plural is beetles.

The Beetle (Volkswagen Type 1)

First built before World War II (1939-1945), the Volkswagen (the construct being volks (people) + wagen (car)) car didn’t pick up the nickname “beetle” until 1946, the allied occupation forces translating it from the German Käfer and it caught on, lasting until the last one left a factory in Mexico in 2003 although in different places it gained other monikers, the Americans during the 1950s liking “bug” and the French coccinelle (ladybug) and as sales gathered strength around the planet, there were literally dozens of local variations, the more visually memorable including: including: bintus (Tortoise) in Nigeria, pulga (flea) in Colombia, ඉබ්බා (tortoise) in Sri Lanka, sapito (little toad) in Perú, peta (turtle) in Bolivia, folcika (bug) in Bosnia and Herzegovina, kostenurka (turtle) in Bulgaria, baratinha (little cockroach) in Cape Verde, poncho in Chile and Venezuela. buba (bug) in Croatia, boblen (the bubble), asfaltboblen (the asphalt bubble), gravid rulleskøjte (pregnant rollerskate) & Hitlerslæden (Hitler-sled) in Denmark. cepillo (brush) in the Dominican Republic, fakrouna (tortoise) in Libya, kupla (bubble) & Aatun kosto (Adi's revenge) in Finland, cucaracha (cockroach) in Guatemala, El Salvador and Honduras, Kodok (frog) in Indonesia, ghoorbaghei (قورباغه ای) (frog) in Iran, agroga عكروكة (little frog) & rag-gah ركـّة (little turtle) in Iraq, maggiolino (maybug) in Italy, kodok (frog) in Malaysia, pulguita (little flea) in Mexico and much of Latin America, boble (bubble) in Norway, kotseng kuba (hunchback car) & boks (tin can) in the Philippines, garbus (hunchback) in Poland, mwendo wa kobe (tortoise speed) in Swahili and banju maqlub (literally “upside down bathtub”) in Malta.

A ground beetle (left), a first generation Beetle (1939-2003) (centre) and an "New Beetle" (1997-2011).  Despite the appearance, the "New Beetle" was of front engine & front-wheel-drive configuration, essentially a re-bodied Volkswagen Golf.  The new car was sold purely as a retro, the price paid for the style, certain packaging inefficiencies. 

The Beetle (technically, originally the KdF-Wagen and later the Volkswagen Type 1) was one of the products nominally associated with the Nazi regime’s Gemeinschaft Kraft durch Freude (KdF, “Strength Through Joy”), the state-controlled organization which was under the auspices of the Deutsche Arbeitsfront (German Labor Front) which replaced the independent labor unions.  Operating medical services, cruise liners and holiday resorts for the working class, the KdF envisaged the Volkswagen as a European Model T Ford in that it would be available in sufficient numbers and at a price affordable by the working man, something made easier still by the Sparkarte (savings booklet) plan under which a deposit would be paid with the balance to be met in installments.  Once fully paid, a Volkswagen would be delivered.  All this was announced in 1939 but the war meant that not one Volkswagen was ever delivered to any of those who diligently continued to make their payments as late as 1943.  Whether, even without a war, the scheme could have continued with the price set at a politically sensitive 990 Reichsmarks is uncertain.  That was certainly below the cost of production and although the Ford Model T had demonstrated how radically production costs could be lowered once the efficiencies of mass-production reached critical mass, there were features unique to the US economy which may never have manifested in the Nazi system, even under sustained peace.  As it was, it wasn’t until 1964 that some of the participants in the Sparkarte were granted a settlement under which they received a discount (between 9-14%) which could be credited against a new Beetle.  Inflation and the conversion in 1948 from Reichsmark to Deutschmark make it difficult accurately to assess the justice of that but the consensus was Volkswagen got a good deal.  The settlement was also limited, nobody resident in the GDR (The German Democratic Republic, the old East Germany (1949-1990)) or elsewhere behind the iron curtain received even a Reichspfennig (cent).  

Lindsay Lohan with Beetle in Herbie: Fully Loaded (2005), Walt Disney Pictures' remake of The Love Bug (1968) (centre).  One of the Beetles used in the track racing sequences in Herbie: Fully Loaded is now on display in the Peterson Automotive Museum on Wilshire Boulevard, Los Angeles, California (left & right).

There were many Volkswagens produced during the war but all were delivered either to the military or the Nazi Party organization where they were part of the widespread corruption endemic to the Third Reich, the extent of which wasn’t understood until well after the end of the regime.  The wartime models were starkly utilitarian and this continued between 1945-1947 when production resumed to supply the needs of the Allied occupying forces, the bulk of the output being taken up by the British Army, the factory being in the British zone.  As was the practice immediately after the war, the plan had been to ship the tooling to the UK and begin production there but the UK manufacturers, after inspecting the vehicle, pronounced it wholly unsuitable for civilian purposes and too primitive to appeal to customers.  Accordingly, the factory remained in Germany and civilian deliveries began in 1947, initially only in the home market but within a few years, export sales were growing and by the mid-1950s, the Beetle was even a success in the US market.  The platform proved adaptable too, the original two-door saloon and cabriolet augmented by a van on a modified chassis which was eventually built in a bewildering array of body styles (and made famous as the Kombi and Microbus (Type 2) models which became cult machines of the 1960s counter-culture) and the stylish, low-slung Karmann-Ghia (the classic Type 14 and the later Type 34 & Type 145 (Brazil), sold as a 2+2 coupé and convertible.

Herr Professor Ferdinand Porsche (1875–1951) explaining the Beetle to Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) during the ceremony marking the laying of the foundation stone at the site of the Volkswagen factory, Fallersleben, Wolfsburg in Germany's Lower Saxony region, 26 May 1938 (which Christians mark as the Solemnity of the Ascension of Jesus Christ, commemorating the bodily Ascension of Christ to Heaven) (left).  The visit would have been a pleasant diversion for Hitler who was at the time immersed in the planning for the Nazi's takeover of Czechoslovakia and later the same day, during a secret meeting, the professor would display a scale-model of an upcoming high-performance version (right). 

The Beetle also begat what are regarded as the classic Porsches (the 356 (1948-1965) and the later 911 (1964-1998) and 912 (1965-1969 & 1976)).  Although documents filed in court over the years would prove Ferdinand Porsche’s (1875-1951) involvement in the design of the Beetle revealed not quite the originality of thought that long was the stuff of legend (as a subsequent financial settlement acknowledged), he was attached to the concept and for reasons of economic necessity alone, the salient features of the Beetle (the separate platform, the air-cooled flat engine, rear wheel drive and the basic shape) were transferred to the early post-war Porsches and while for many reasons features like liquid cooling later had to be adopted, the basic concept of the 1938 KdF-Wagen is still identifiable in today’s 911s.

The Beetle had many virtues as might be surmised given it was in more-or-less continuous production for sixty-five years during which over 20 million were made.  However, one common complaint was the lack of power, something which became more apparent as the years went by and average highway speeds rose.  The factory gradually increased both displacement & power and an after-market industry arose to supply those who wanted more, the results ranging from mild to wild.  One of the most dramatic approaches was that taken in 1969 by Emerson Fittipaldi (b 1946) who would later twice win both the Formula One World Championship and the Indianapolis 500.

The Fittipaldi 3200

Team Fittipaldi in late 1969 entered the Rio 1000 km race at the Jacarepagua circuit, intending to run a prototype with an Alfa Romeo engine but after suffering delays in the fabrication of some parts, it was clear there would be insufficient time to prepare the car.  No other competitive machine was immediately available so the decision was taken to improvise and build a twin-engined Volkswagen Beetle, both car and engines in ample supply, local production having begun in 1953.  On paper, the leading opposition (Alfa Romeo T33s, a Ford GT40 and a Lola T70 was formidable but the Beetle, with two tuned 1600 cm³ (98 cubic inch) engines, would generate some 400 horsepower in a car weighing a mere 407kg (897 lb) car.  Expectations weren't high and other teams were dismissive of the threat yet in qualifying, the Beetle set the second fastest time and in the race proved competitive, running for some time second to the leading Alfa Romeo T33 until a broken gearbox forced retirement.

Fittipaldi 3200, Interlagos, 1969.  The car competed on Pirelli CN87 Cinturatos tyres which was an interesting choice but gearbox failures meant it never raced long enough for their durability to be determined.

The idea of twin-engined cars was nothing new, Enzo Ferrari (1898-1988) in 1935 having entered the Alfa Romeo Bimotor in the Grand Prix held on the faster circuits.  At the time a quick solution to counter the revolutionary new Mercedes-Benz and Auto-Union race cars, the Bimotor had one supercharged straight-eight mounted at each end, both providing power to the rear wheels.  It was certainly fast, timed at 335 km/h (208 mph) in trials and on the circuits it could match anything in straight-line speed but its Achilles heel was that which has beset most twin-engined racing cars, high fuel consumption & tyre wear and a tendency to break drive-train components.  There were some successful adoptions when less powerful engines were used and the goal was traction rather than outright speed (such as the Citroën 2CV Sahara (694 of which were built between 1958-1971)) but usually there were easier ways to achieve the same thing.  Accordingly, while the multi-engine idea proved effective (indeed sometimes essential) when nothing but straight line speed was demanded (such as land-speed record (LSR) attempts or drag-racing), in events when corners needed to be negotiated, it proved a cul-de-sac.  There was certainly potential as the handful of "Twinis" (twin-engined versions of the BMC (British Motor Corporation) Mini (1959-2000) built in the 1960s demonstrated.  The original Twini had been built by constructor John Cooper (1923–2000 and associated with the Mini Cooper) after he'd observed a twin-engined Mini-Moke (a utilitarian vehicle based on the Mini's platform) being tested for the military.  Cooper's Twini worked and was rapid but after being wrecked in an accident (not directly related to the novel configuration), the project was abandoned.   

Still, in 1969, Team Fittipaldi had nothing faster available and while on paper, the bastard Beetle seemed unsuited to the task as the Jacarepagua circuit then was much twistier than it would become, it would certainly have a more than competitive  power to weight ratio, the low mass likely to make tyre wear less of a problem.  According to Brazilian legend, in the spirit of the Q&D (quick & dirty) spirit of the machines hurried assembly, after some quick calculations on a slide-rule, the design process moved rapidly from the backs of envelopes to paper napkins at the Churrascaria Interlagos Brazilian Barbecue House where steaks and red wine were ordered.  Returning to the workshop, most of the chassis was fabricated against chalk-marks on garage floor while the intricate linkages required to ensure the fuel-flow to the four Weber DC045 carburetors were constructed using cigarette packets as templates to maintain the correct distance between components.  In the race, the linkages performed faultlessly.

Fittipaldi 3200: The re-configuration of the chassis essentially transformed the rear-engined Beetle into a mid-engined car, the engines between the driver and the rear-axle line, behind which sat the transaxle.  

The chassis used a standard VW platform, cut just behind the driver’s seat where a tubular sub-frame was attached.  The front suspension and steering was retained although larger Porsche drum brakes were used in deference to the higher speeds which would be attained.  Remarkably, Beetle type swing axles were used at the rear which sounds frightening but these had the advantage of providing much negative camber and on the smooth and predictable surface of a race-track, especially in the hands of a race-driver, their behavior would not be as disconcerting as their reputation might suggest.  Two standard 1600cm³ Beetle engines (thus the 3200 designation) were fitted for the shake down tests and once the proof-of-concept had been verified, they were sent for tuning, high-performance Porsche parts used and the displacement of each increased to 2200cm³ (134 cubic inch).  The engines proved powerful but too much for the bottom end, actually breaking a crankshaft (a reasonable achievement) so the stroke was shortened, yielding a final displacement only slightly greater than the original specification while maintaining the ability to sustain higher engine speeds.

Fittipaldi 3200 (1969) schematic (left) and Porsche 908/01 LH Coupé (1968–1969) (right): The 3200's concept of a mid-engined, air-cooled, flat-eight coupe was essentially the same as the Porsche 908 but the Fittipaldi 3200's added features included drum brakes, swing axles and a driver's seat which doubled as a fuel tank.  There might have been some drivers of the early (and lethal) Porsche 917s who would have thought the 3200 "too dangerous".

The rear engine was attached in a conventional arrangement through a Porsche five-speed transaxle although first gear was blanked-off (shades of the British “sports saloons” of the 1950s which discarded the "stump-puller" first gear to create a "close ratio" three-speed box) because of a noted proclivity for stripping the cogs while the front engine was connected to the rear by a rubber joint with the crank phased at 90^o to the rear so the power sequenced correctly.  Twin oil coolers were mounted in the front bumper while the air-cooling was also enhanced, the windscreen angled more acutely to create at the top an aperture through which air could be ducted via flexible channels in the roof.   Most interesting however was the fuel tank.  To satisfy the thirst of the two engines, the 3200 carried 100 litres (26.4 (US) / 22 (Imperial) gallons) of a volatile ethanol cocktail in an aluminum tank which was custom built to fit car: It formed the driver’s seat!

Incongruity: The Beetle and the prototypes, Interlagos, 1969 

In the Rio de Janeiro 1000 kilometre race on the Guanabara circuit, the 3200, qualified 2^nd and ran strongly in the race, running as high as second, the sight of a Beetle holding off illustrious machinery such as a Porsche special, a Lola-Chevrolet R70, and a Ford GT40, one of motorsport’s less expected sights.  Unfortunately, in the twin-engined tradition, it proved fast but fragile, retiring with gearbox failure before half an hour had elapsed.  It raced once more but proved no more reliable.

How to have fun with a Beetle.