770 (1961–1968)

Origins and Design The Amphicar was the brainchild of Hans Trippel, a German engineer who had developed amphibious vehicles during WWII (his lineage is often linked to the era of the Volkswagen Schwimmwagen). His civilian amphibious car reached the public in 1960 and entered series production in 1961. It was manufactured by the Quandt Group, initially in Lübeck and later at Berlin-Borsigwalde.

Engineering the Car-Boat Rather than build a bespoke drivetrain, Trippel used a proven, serviceable powerplant: the 1147cc inline-four from Britain's Triumph Herald, producing around 43 bhp. Mounted at the rear, it drove the rear wheels on land through a 4-speed manual, and a separate marine gearbox engaged twin nylon propellers under the rear bumper for water travel. A selector allowed wheels-only, propellers-only, or both together — useful for clawing up a slippery boat ramp. The front wheels doubled as rudders. The name '770' reflects its dual nature: roughly 7 (knots/mph) on water and 70 mph on land. Its tailfins were famously said to be the tallest on any production car, an inch higher than a 1959 Cadillac.

Selling to America The Amphicar was aimed squarely at the US market — the '70 into the 770' export focus — where its novelty had obvious appeal. Of ~3,878 built, the great majority were left-hand-drive US exports (Heacock cites 3,046 US imports); only ~97 were right-hand drive.

The LBJ Prank The car's most enduring story belongs to President Lyndon B. Johnson, who kept a Lagoon Blue Amphicar at his Stonewall, Texas ranch. He would drive unsuspecting guests toward the lake shouting that the brakes had failed — 'We're going in! We're going under!' — before the car simply floated. Aide Joseph Califano was a noted victim.

Decline Rising costs, tightening US safety and emissions rules, and a limited niche market ended production; the last cars were sold off through 1968. No direct mass-produced successor ever matched it.

Corrosion is the number-one enemy because the body is the boat; hidden rust in the hull, floor pans and seams can be dangerous and expensive. Water intrusion past worn door seals or drain plugs is common if the car has been neglected. The dual-gearbox setup and propeller drive add mechanical complexity and require specialist knowledge; parts for the marine portion and body are scarce. The Triumph-derived engine is reliable and serviceable but modestly powered. Cars that have sat unused often have seized water-drive components, perished seals and electrical faults from moisture.

Prioritize a hull and body that are genuinely rust-free — the steel unibody doubles as the boat hull, so corrosion in the floors, sills, seams and lower body is both a value-killer and a safety issue. Confirm the car actually floats and has been water-tested recently; ask about the condition of the rubber seals and the two large door/bilge drain plugs and bilge pump. Check that both drive systems work: the road gearbox and the separate propeller gearbox, plus the nylon propellers and their shafts/seals. Complete, original trim and the distinctive tall fins are hard to source. Documented restoration history, service records and evidence of regular use (rather than a long static sit) are strong positives.

As of mid-2026, the Amphicar 770 trades as a fun, usable, headline-grabbing collectible rather than a blue-chip investment. Aggregated auction data (CLASSIC.COM) shows an average sale price around $76,000, with a benchmark near $69,000 and a range from roughly $15,000 for a project to about $93,500 at the top. Notable recent results include two sales at $93,500 (Hershey PA Oct 2025; Fort Worth TX Nov 2025), $85,800 (Kissimmee FL, Jan 2026) and $78,100 (Tulsa OK, June 2026); the benchmark trend has ticked slightly downward. Provenance, cosmetic quality and — crucially — proven, water-tested seaworthiness drive the premiums, while rough or non-floating projects trade far cheaper. A well-restored car was estimated at $80,000–$100,000 as far back as 2022, so values have broadly held in that band.