Understanding the Amphicar's Mechanism

It's no surprise that amphibious vehicles like the 1961-1968 Amphicar have never been widespread. This rarity can be attributed to various factors, including the design compromises required by their ability to function as both cars and boats, coupled with their typically higher price tags compared to standard vehicles or boats.

However, the Amphicar stands out as an exception. Unveiled by Hans Trippel at the 1959 Geneva Motor Show, it enjoyed considerable production success, with 3,770 units made over eight years. It was marketed successfully in both Europe and the United States at a surprisingly affordable price for a vehicle that could do nearly everything except fly.

While the Amphicar's price was remarkably affordable, it ultimately limited its commercial success. However, it left behind a charming, multi-functional vehicle that gained true collectible status within two decades.

Although the Amphicar is considered the most commercially successful amphibious vehicle, it wasn't the first of its kind. That distinction belongs to a 20-ton steam-powered behemoth built by Oliver Evans of Philadelphia in 1803. That same year, he drove the intimidating contraption over a mile and a half of city streets to the banks of the Delaware River.

True to form, Evans didn't just stop at the shore but drove straight into the water, where he got to work. His task was carried out by a dredge mounted on the wide, flat-bottomed body of the vehicle.

Named "Orukter Amphibolus," Evans' vehicle successfully fulfilled his contract to dredge space for some of Philadelphia's first docks, contributing to what would later become a bustling harbor. Afterward, the vehicle faded into obscurity.

Over a century later, in 1917, William Mazzei of Seattle, Washington, designed a more typical-sized amphibious car and founded a company to manufacture it. Named "Hydrometer," a title more suited to a measuring device than a vehicle, it was powered by a conventional internal-combustion engine provided by Continental.

Contemporary reports portray the Hydrometer (sometimes referred to as "Hydromotor") as more boat-like than a car, although it did have four wheels and was said to reach speeds of 60 mph on land and 25 mph on water, though the latter figure is likely an overstatement.

In the same year, George Monnot from Canton, Ohio, introduced his "Hydrocar," a hybrid vehicle with both a car and truck design, featuring steering wheels at both ends and powered by a four-cylinder Hercules engine.

Monnot attempted to gain interest from the U.S. Army for his vehicle, proposing its use for various tasks during World War I. However, the conclusion of the war the following year rendered the vehicle unnecessary, and by then, there were no funds left to pursue civilian sales.

One of the most well-known amphibious vehicles is the one that saw action during a later conflict: World War II. This refers to the four-wheel-drive Schwimmwagen, which evolved from the land-only Kübelwagen ("bucket car"), Germany's equivalent of the American Jeep during Nazi Germany's Third Reich.

Both vehicles were created by the famed Dr. Ferdinand Porsche, applying concepts he had developed during the "people's car" project, which was closely associated with Adolf Hitler. While neither vehicle technically qualifies as a "Volkswagen," they are generally regarded as such because they were manufactured at the expansive Wolfsburg factory, which Hitler had built prior to the war to produce the affordable car that would eventually become the Beetle.

VW can be credited with creating the first mass-produced amphibious vehicle, with the Schwimmwagen produced in large quantities during the war years. After the war, some of these vehicles ended up in private hands, while others were closely examined by car manufacturers on both sides of the Atlantic.

Amphicar Origins

Hans Trippel, the inventor behind the Amphicar, was a pioneer in land/water vehicles long before the famous Schwimmwagen emerged during World War II. In 1932, Trippel began producing one of these vehicles under his own name at a small factory in the Saarland.

Similar to the Porsche design, the early Trippel used a four-wheel drive system but relied on conventional inline engines — either an Adler four-cylinder or an Opel six-cylinder — instead of a flat-opposed configuration.

When Germany took control of the Rhineland and Molsheim in France, it seized the renowned Bugatti factory, and Trippel quickly began producing amphibious vehicles for the German army there. After the war, he set up a shop in Germany where he manufactured small, land-only cars powered by 498cc engines.

Around the time Trippel was developing his future Amphicar design, Saab in Sweden briefly explored the idea of creating their own amphibious vehicle. This concept emerged during the early stages of the Sonett sports car's development in the late 1960s.

Designer Björn Karlstrum created a series of designs for a small, doorless runabout called the Skogmatros ("Forest Sailor"), which was considered a viable option for the Finnish Army's cross-country missions in the country's vast landscape of lakes and forests.

With an 83.4-inch wheelbase, the Skogmatros had features reminiscent of the Schwimmwagen, including a high, pointed front, free-standing "frogeye" headlamps, and a narrow track. However, it resembled later dune buggies in its compact, open body, complete with a rear-facing two-passenger back seat separate from the main cockpit.

The potential success of the Amphicar in the civilian market remains speculative, as Karlstrum's studies were the only progress made before the idea was abandoned. This left the Amphicar — if you'll pardon the pun — to make a memorable debut with its introduction in 1959.

It took about two years to begin production, initially based in Lübeck, West Germany, near the North Sea and close to the East German border. Soon after, operations moved to Karlsruhe in the Rhineland, where production continued until 1968. Design modifications were minimal throughout the entire production run.

Amphicar Model 770 Design

In 1962, Trippel executed the most remarkable promotional stunt of his career, sending an Amphicar across the turbulent English Channel from France to Britain. The daring feat was a success, capturing the attention of car and boating enthusiasts worldwide.

Officially named the Model 770, the Amphicar was exclusively built as a two-door, four-seat convertible featuring a folding cloth roof. Its engine, a 1147cc (70-cid) overhead-valve inline four from the British Triumph Herald, was relocated to the rear to power either the rear wheels or a pair of propellers.

The Amphicar's wheelbase measured just 82.67 inches, which is over a foot shorter than its overall length of 170.3 inches. Its overall width was 60.3 inches, typical for a small early-'60s European car, though its track dimensions were relatively narrow at 47.3 inches in front and 49.2 inches at the rear.

Due to the rear engine placement, the trunk was situated at the front, beneath the hood. A compartment located behind the rear seat backrest provided additional storage space, alongside the folding top and its supporting framework.

The Amphicar's successful English Channel crossing sparked great interest in the United States, where nearly 80 percent of its total production — about 3,000 units — was sold.

Although commonly referred to as "chassis-less," the Amphicar's body/hull utilizes a box-section steel sub-frame to enhance torsional strength. This structure consists of parallel longitudinal members and five cross-members. Robust mountings secure the fully independent suspension, and both the sub-frame components and steel body panels are arc-welded together.

The owner's manual explicitly cautions against using gas welding for structural repairs due to the potential for metal deformation, which could lead to water leaks. Given the Amphicar's design for water use, it’s surprising that Trippel chose steel over rust-resistant fiberglass for the body/hull.

Nonetheless, Trippel opted for unusually thick metal. The side panels are .028 inches, the wheel arches are .039 inches, and the hull bottom panels are .049 inches. Thoughtful attention is also seen in the design of the Amphicar's doors, which feature watertight seals. Each door has a seal that connects to a separate seal on the door frame.

When the door is closed and securely latched, a secondary tongue-type lock compresses the seals, ensuring they stay tight and preventing the door from opening unintentionally. Each door is equipped with double hinges topped with rubber plugs.

The Amphicar's front luggage compartment is split into three sections. The center section holds the spare tire, and this secluded area should be regularly checked for leaks. At the rear, a 70-watt electric bilge pump is mounted to the engine firewall. It has two hose connections and a capacity of only 6 gallons per minute.

Regular inspections of the hull, particularly at the panel seams and joints, are crucial. After driving through saltwater or brackish water, it’s also recommended to thoroughly rinse the entire hull, as well as all exposed suspension and marine propulsion components, with fresh water.

Given the Herald engine, any Amphicar owner would benefit from joining a Triumph owners club. Fortunately, accessibility is superb, maintenance is relatively straightforward, and replacement parts are still plentiful and reasonably priced.

The engine is a small yet robust unit that made the Herald a reliable all-around vehicle, performing decently in city driving. However, with only 43 horsepower and 50 pound-feet of torque, it’s not capable of doing much heavy lifting. The Amphicar weighs almost 2,300 pounds, making it about 526 pounds heavier at the curb.

Acceleration from a standstill is slow, despite the four-speed manual transmission—built by Porsche, no less—with a floor-mounted shifter and synchromesh on all gears except the first. Still, the Amphicar can scale a maximum incline of 42 percent, making it a surprisingly capable climber.

With its tall stature (nearly 5 feet in height with the top up) and generous 11.2-inch ground clearance, the Amphicar can enter or exit the water at steep angles. It can even back into the water if the marina launching space is too narrow.

The twin three-blade propellers have a diameter of one foot. Power is transmitted via a separate water transmission system, which is controlled by a simple transfer lever offering both forward and reverse options, positioned next to the regular gearshift on the center console.

Torque from the engine is transferred from the crankshaft through the plate clutch to the transmission shaft, then to the main shaft, and finally to a hypoid differential. The water transmission's gears operate on both ball and needle bearings, unlike the roadgoing gearbox, which uses only needle bearings. Proper clutch adjustment, ensuring the correct free play, is essential due to the "dual environment" transmission system.

Interestingly, the Amphicar doesn’t feature a rudder. Instead, the front wheels are responsible for steering in the water, which requires a bit of practice to master.

Amphicar Roadability

In terms of road performance, the Amphicar's ability on land was much better than expected. It does lean in turns, a result of its high center of gravity and narrow 6.40x13 tires.

Nonetheless, the fully-coil suspension absorbs bumpy back roads remarkably well, especially when four adults are on board, and the unassisted worm-and-roller steering feels responsive without being too heavy.

Hans Trippel struggled to stay afloat — financially, that is. The simple reason was that he sold the Amphicar at too low a price to make a profit. In 1967, the west coast port-of-entry price was just slightly over $3,000.

That price was about twice the cost of a Beetle, which could float but couldn't propel itself in the water. Yet, few people truly understood — or needed — the Amphicar's unique capabilities.

Although it was pricey for what many would consider a small economy vehicle, the limited — and loud — on-road performance, along with a less-than-ideal sales and service network, were likely bigger issues than the price for most buyers.

"United We Float, Divided We Sink" has been the motto of Amphicar enthusiasts for many years. We found driving the Amphicar a fun experience and quite fuel-efficient: achieving a solid 32 mpg on land and around 1.5 gallons per hour while cruising across the water.

We certainly wish we had one. If you feel the same, your chances are promising. Of the approximately 3,000 that reached the U.S., only about 450 had been found by the late 1980s. Who's up for a treasure hunt?

Amphicar Specifications

The 1961-1968 Amphicar was an absolute blast. Why limit yourself to off-road adventures when you can venture off land in this fun, still reasonably priced collectible? Find the specifications for the 1961-1968 Amphicar in the following chart.

Key Specifications of the 1961-1968 Amphicar*:

Overview

Size and Capacity

Powertrain

On-Land Transmission

Marine Transmission

*Reference: Owner's Manual, Amphicar Corporation of America.

Note: Some dimensions may vary from those reported in different sources.

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