Your Handy 1956–74 Volkswagen Karmann Ghia Buyer’s Guide

In the early 1950s, Karmann already had a contract to build the the Beetle cabriolet at its Osnabrück factory, but convincing Volkswagen to make a sportier model was an uphill battle. VW rebuffed Karmann’s initial drawings, and it was only when the German coachbuilder brought in Italian styling house Ghia that the project got the go-ahead. In typically rational German fashion, the car became the Volkswagen Karmann Ghia, and it sold through VW dealers around the world at cost of $2395 in the U.S., where it was introduced in 1956. These rational beginnings created one of the most beloved and admired classics of its generation.

Such affection is not because of performance or handling; the Karmann Ghia, or Type 14, in VW nomenclature, used the same 36-hp, 1192-cc flat-four as the standard Beetle. Better aerodynamics meant the sleek coupe could push to “over 70” mph compared the Beetle’s 68, with a claimed 32 mpg fuel economy. The Karmann was heavier, however, so acceleration was a little slower than the humble people’s car upon which it was based. None of that mattered to those who loved the Ghia’s styling, of course. And the convertible model that arrived in 1958 only added to the Karmann’s appeal, especially in America.

Bumper overriders also appeared in 1958, and in 1959 a small facelift moved the headlights about two inches higher on the fenders, and fixed rear quarter windows were replaced by pop-out units. More power arrived for 1961 with 40 hp now on tap from the 1192 cc engine. A fully synchromesh gearbox also appeared.

Changes for 1966 included the introduction of the 1300 model, now powered by a 1285 cc four making 50 horsepower, as well as a switch to ball joints in the front suspension to replace the previous kingpins for easier maintenance. For 1967, Volkswagen adapted the 1500 engine from the Beetle, along with front disc brakes, 12-volt electrics, and wheels held on with four bolts in place of the previous five studs. The following year, VW introduced an Autostick semi-automatic transmission. Cars so equipped featured an independent rear suspension in place of the long-serving swingarm setup; IRS would become standard on all cars for ’69. Volkswagen fitted a 57-horsepower 1585-cc flat-four into the engine bay for 1970, which would see the Karmann Ghia to the end of its long production run in 1974, by which point 445,300 Type 14s had been built.

Worth mentioning is the Type 34, also known as the Razor Edge for its looks. Introduced in 1961 and built through 1969, this Europe-only variant was based on the Type 3 Fastback/Squareback platform rather than that of the Beetle, with the aim of offering a sportier, more luxurious coupe. VW only built 16 cabriolets based on the Type 34 which are now prized collector items, but did construct more than 42,000 coupes. Why this attractive car was not offered in America is anyone’s guess, but you do see them here now, and some enthusiasts prefer their looks and their rarity to the more common but arguably prettier Karmann Ghia.

What’s a Karmann Ghia Like to Drive?

Anyone familiar with a Volkswagen Beetle will feel instantly at home in the Karmann Ghia. That’s no surprise when the two share their mechanical components. What you will notice in the Karmann are the pedals, which feel even more offset to the center of the car in relation to the steering wheel. Drivers with larger feet might also find it pays to wear narrow shoes, as the pedals are quite closely spaced, but it’s something you soon get used to.

All-around vision is excellent in the fish bowl of the Karmann Ghia coupe’s interior, so parking and swapping lanes is easy. With the top up, the convertible feels more intimate and limits vision over the driver’s shoulder, but it’s not a something to put you off. The rest of the cabin is simple and uncluttered, but forget using the back seats for anything other than storage, as they are small and even young children will find it snug back there.

The flat-four engine in any Karmann Ghia whirs into action with the same mix of sewing machine and raspy noises as any other air-cooled Volkswagen. It should settle to an easy idle, and selecting first in the standard manual gearbox is easy with its usual H-pattern. The shift action can be a little vague, though this is usually improved by greasing or replacing the linkages. Cars from 1961-on came with an all-synchromesh gearbox, which makes life a little easier in slow-moving traffic. From there, the shifter moves from one ratio to the next happily, and the engine offers just enough low-down shove to avoid constant gear swaps to deal with hills.

Do not for a moment, however, think the Karmann Ghia is a brisk car. Even the most powerful 1500 is sedate at going from rest to highway speeds. Don’t let it put you off, though, as the VW is not any worse than many of its contemporaries, and it does have the benefit of a quieter cabin; most of its mechanical noise is lost in the wind behind the car. Many Karmann Ghias, like their Beetle brethren, have had performance upgrades to their engines. These can add to the car’s turn of pace, but we’d argue the standard engines are fine, and it’s better to adjust your expectations than try to make the car fit a modern ideal.

Once moving, the suspension of the Karmann Ghia does a good job of cushioning you from ridges and ripples in the surface of the road. Cars with the independent rear suspension from the later 1960s enjoy a bit more composure and confidence as you drive through bends, but all Karmann Ghias are generally settled and offer steering that is direct, without any kick back.

How Much Does a Karmann Ghia Cost?

There are a lot of detail differences between Karmann Ghias of varying years, but this doesn’t have a huge effect on value, unless the car is exceptionally original. The “low light” models built up to 1959, with their headlights lower than facelifted cars, are preferred by some, but there’s just as big a following for the later cars to cancel out any price variation. As a result, you’re looking at around $13,000 for an early coupe in #4 (fair) condition that you can enjoy and improve along the way. The same car in #3 (good) condition will be more than double that, while an #2 (excellent) example will set you back nearly $63,000. A late-1960s 1500 coupe, meanwhile, is a cheaper proposition, with #4 cars priced around $8000, #3 cars double that, and #2 cars roughly $33,000.

Convertibles are more sought after, particularly as their condition improves. While a 1958 in #4 condition will cost you about $15,000, a #2 example is closer to $69,000. For that same late-’60s 1500 Karmann Ghia as a ragtop, figure $12,300 for a #4 car, double for a #3, and just north of $51,000 for a #2. There’s no premium for the final, most powerful series of 1600s from the 1970s. In fact, those cars in both coupe and convertible are going to be your cheapest entry into Karmann Ghia ownership.

At one time, Karmann Ghias were much less expensive, truly entry-level classics. But after a surge in values for air-cooled Porsches and Volkswagens during the 2010s and another classic car boom during the early 2020s, the median #2 value for a Karmann Ghia has more than tripled over the past decade.

What to Look for When Buying a Karmann Ghia

The first and most important part of any Karmann Ghia is its bodywork. Hidden rot on an outwardly shiny car can spell financial disaster, as these cars were very labor intensive to build when new. Restoring one is just as time consuming, so be patient when shopping and look out for accident damage, poor panel fit, and corrosion. The heater channels can rust unseen, while the sills are vital to the car’s structural integrity, especially on the convertible. Check all around inside the front trunk for rot and also where the battery may have spilled acid that has stripped the paint away. Beyond that, inspect all the usual classic car rust favorites—door bottoms, A-pillars, floors, wheel arches, trunk panel, and windshield surround. Or, as one specialist said: “At least the roof doesn’t rust … much.”

If the body and structure are sound, the interior is much less of a concern, as most trim is easy to source, though cars from 1960 and 1967 had several parts unique to their year of manufacture. If you’re after an example that is correct in every detail, make sure cars from those two years have complete interiors and all their exterior brightwork and badges.

On the mechanical side, the Karmann Ghia is every bit as robust as the Beetle and just as easy to restore and maintain. Play in the engine’s bottom pulley points toward an imminent engine rebuild. Also keep an eye out for more than just a puff of oil smoke when the car is started from cold; it indicates worn piston rings. Regular oil changes every 3000 miles will greatly prolong the life of the Volkswagen flat-four engine, and the valve clearances should be checked at the same interval. If the exhaust heat exchangers are crusty, they can let fumes into the cabin, so best to replace them if they look scruffy.

The gearboxes used in the Karmann Ghia are reliable and durable. A notchy or stiff gear shift is likely down to the nylon block in the selector rod being worn and needing replacement. Sorting this is well within the scope of most home mechanics, and so is adjusting the linkage if the lever is prone to jumping out of gear when you come off the throttle. Semi-automatic Autosticks are far less common though they were well built. They use the same ratios as found in manual gearboxes but do have their own specialized parts, which can be far more difficult to source. Unless you crave the novelty of this unique transmission, you may save yourself some headaches by sticking with the standard four-speed.

Earlier Karmann Ghias are a little more needy when it comes to maintenance due to front suspension with kingpins that need regular greasing. Be wary of cars that have been lowered, which is a common modification. It usually involves cutting the suspension tubes and installing an adjuster, so ask to see receipts for who carried out the work to be sure it has been completed to a high standard. Altering the height of the rear suspension is much simpler and easier to return to the standard height.

Drum front brakes were fitted to the Karmann Ghia up until 1967, and they work just fine if properly set up and maintained. Disc brakes require less attention, and it’s simple to upgrade an earlier car with a disc conversion.

Which Is the Right Karmann Ghia for You?

There is really only one big decision to make when it comes to settling on the Karmann Ghia that best suits you: coupe or convertible? No matter how you answer it, club and parts support are top-notch, with loads of great information available in books and online at sites like TheSamba.com.

If you’re simply looking for a chic and easy-to-use classic car, the Type 14 coupe is hard to beat in any of its guises. Purists will tend toward the earlier “low light” models built up to 1959, but the later cars from 1967-on with front disc brakes and 12-volt electrics are the easiest to live with.

Convertibles are as well insulated from the weather as any 1960s drop-top, as long as the top is in good condition. It’s a strict two-seater, though, so you don’t have the option of the small rear seats that you get with most coupe versions.

As with the purchase of any classic car, personal preference and a budget to match will always win the day. Fortunately, when it comes to the stylish Karmann Ghia, there are no losers.