This blog will expand on themes and topics first mentioned in my book, "The Automobile and American Life." I hope to comment on recent developments in the automobile industry, reviews of my readings on the history of the automobile, drafts of my new work, contributions from friends, descriptions of the museums and car shows I attend and anything else relevant. Copyright 2009-2020, by the author.
Well, you better be good at three languages to follow this film in its entirety!
A 2019 production, and based on the work of a Dutch journalist, Josef Ganz certainly can lay claim as to the "Volkswagen Poppa," with I think a stronger evidentiary foundation than Bela Barenyi. Ganz, of course, was the editor of the "Motor-Krtitik," the periodical that published an article authored by Barenyi in 1931. I am very sympathetic to Ganz and his story. The entire story of Jewish enthusiasts and automotive business interests from the Weimar Era and their subsequent fate remains to be told, at least in English.
The automobile ashtray is a pretty trivial topic. But if you are a smoker, it can be important to you. I was just thinking that in my 2018 Subaru, I do not have an ashtray. Subaru projects a number of values, including healthy living, and thus an ashtray would be incongruous with Subaru's emphasis on dogs, children, and family. My MGA did not have an ashtray, and as I remember MGA owners placed a bean bag ashtray on the transmission tunnel. A sports car driver is normally to busy driving and shifting to smoke!
Smoking is no longer seen as an acceptable behavior by our social guardians, and thus folks now have to shorten their lives with drugs and other vices. The ashtray is thus a relic from another age, good for collecting change!
Functionality: A switch closes the power circuit for the round lighter, sparkling in a silver tone when cold (as seen below), before it subsequently and gradually starts to glow. The ash is disposed of into the receptacle at the top. The ashtray is installed in any available area in the vehicle. (Photo signature of the Mercedes-Benz a rchives: D587945)
Benz Pullman body: View of the rear right featuring fabric with an elegant, longitudinal pattern, glass ashtray and microphone to communicate with the driver. (Photo signature of the Mercedes-Benz archives: H1738)
W 115 model series Mercedes-Benz 200 D, year of manufacture: 1973. Ashtray and cigarette lighter in the centre console. The actual ashtray is removable. (Photo signature of the Mercedes-Benz archives: U77893)
W 108 model series Mercedes-Benz. Ashtray and cigarette lighter in the left-hand rear door. (Photo signature of the Mercedes-Benz archives: 00163780)
140 model series Mercedes-Benz S-Class. Ashtray in the centre console. The cover flap moves upwards at the slight press of a finger. Photo from 1990. (Photo signature of the Mercedes-Benz archives: A90F1908)
I am always interested in issues of priority and the role of history to "save history from itself." The question of the origins of the Volkswagen design is of no small significance. I realized that today while driving my 1971 Porsche 911 and how that car's design shares so much DNA with the 1930s Volkswagen. And so when I get in that car for a Sunday ride I am intimately connected with technologies that crystallized in the 1930s and the men who thought them out and made them real.
I also remember a rather strong response to a question I asked Karl Ludwigsen at an SAH Awards dinner at Hershey. When I asked about the Volkswagen design priority claim of Bela Barenyi, I seem to remember an emphatic 'No." But I also am very leery of Porsche and their history, whether it be reflected to Adolph Rosenberger and early Porsche history or the WWII years of Dr. Porsche. The Porsche firm knows well to control the past for their own advantage.
My colleague Sean Falkowski often asks students enrolled in his automotive technology course "who invented the automobile?" Was it Henry Ford? Carl Benz? George B. Selden? Charles and/or Frank Duryea? The list goes on. Similarly, a question about primary credit for the Volkswagen results in a conundrum. Particularly so, when we look at the context of the subject in Europe between the early 1920s and the mid- 1930s. The Volkswagen design was "in the air," so to speak, and several people shared design ideas.
In addition to my Porsche 911 I also have a 1982 Mercedes 380 SL and have an interest in M-B history that is reflected in this blog. Last night I re-read a chapter from Harry Niemann's Bela Barenyi: Pioneer of Passive Safety at Mercedes-Benz (Mercedes-Benz Classique Car Library, 2006). So my first source in talking about Barenyi is Chapter 6, "The Volkswagen Dispute." This effort is the start of more sustained work.
The "People's Car" was an important subject in Germany by the early 1920s and certainly long before the Porsche-designed Volkswagen Beetle appeared during the late 1930s. Post-WWI Weimar Germany experienced considerable turbulence and at the same time phenomenal creativity in science, psychology, the arts, and technology. Few Germans owned cars when compared to Americans or even the British and French. And Germans, like many of those living in the West, were passionate for automobility and speed. The Berlin Avus track was opened in 1921, the Nurburgring in 1927. The Autobahn began construction in 1929. Numerous firms produced vehicles in small numbers (for example, NAG, Protos, Brennabor, Wanderer, DKW, Daimler, Benz). But only the 1925 Hanomag 2/10 "Kommissbrot" (Army Bread) because of tis loaf shape, Ego 4/10, Dixi (a knocked-down Austin 7), and Opel 4/12 PS targeted the middle classes, many gradually recovering from the post-WWI economic collapse and hyperinflation.
Bella Barenyi was born in 1907 in Hirtenberg Austria, near Vienna. His father was an army officer, and his mother the daughter of one of the wealthiest industrialists in Austria. While a child of privilege, WWI changed everything for Bela and his family. His father died in 1917, and his mother's family fortune disappeared by the early 1920s. The Barenyi family moved to Vienna, where Barenyi received a diploma from the Technikum Wien in 1926, as well as a training certificate from Muller & Ott, a machinery and foundry firm, apprenticing there 370 days.
It was during this time between 1925 and 1926 that he drew drivetrain layouts for his people's car. It consisted of a tubular backbone chassis that could accommodate a four- or six- cylinder engine, mounted either in the front where it drove front wheels or at the rear. The rear version called for a horizontally opposed engine, mounted behind the rear axle. The crankshaft ran lengthwise along the car's midline, the gearbox was located in front of the rear axle, and the differential was positioned between the engine and the gearbox. Critical to Barenyi's claim as Volkswagen's "Poppa," we have to ask several questions. Who do we know these drawings were done in 1926? Who saw these drawings and when? One key innovation is the placement of the engine behind the rear axle and transmission ahead of the axle. But certainly torsion bar suspension is not there.
1926 design sketches
A design drawing of the 1929 version was published on the cover of Motor-Kritik magazine in 1934. Barenyi continued to work on this design until 1931, but in the meantime he was fully occupied with just making a living.
The body of Barenyi's 1929 design, in a 1934 issue of Motor-Kritik
He was unemployed between June 1926 to January 1928, and then found work for seven months a a draftsman at Steyr's bodyworks in Vienna. Subsequently he landed a job at the Osterreichische Automobile-Fabrik AG (formerly Austro-Fiat) in chassis design, and that position ended during the Great Depression in 1931.
Bela Barenyi on his first motorcycle, a Puch 250cc
For Barenyi it was hard times, moving from country to country calling on automobile manufacturers (and Ferdinand Porsche's Stuttgart design firm), before finally gaining employment at Adler in Frankfurt in early 1934. Joseph Ganz(another inventor who needs to be discussed with regards to the Volkswagen design), editor of Motor-Kritik, recommended Barenyi to Gustav Rohr, Adler's chief designer, The former's intervention proved critical to Barenyi, who was also able to continue freelancing. That led to making the acquaintance of Czech designer Hans Ledwinka and his Tatras. In April, 1934, article in Automotive Industries, Barenyi stressed the Tatra's tubular backbone chassis with an independent suspension system and the feature of streamlining as it related to a rear-engined car.
In sum, Barenyi was one of a number of automotive design visionaries in Germany during the 1920s and 1930s. The story is complex and will be sorted out in forthcoming posts.
This is the first of a series of posts on the topic of the genesis of the Volkswagen design.
Exiting the La Source hairpin, Porsche factory driver Laurens Vanthoor plants his foot on the accelerator. The 500+hp 911 GT3 R catapults out of the first corner of the Circuit de Spa-Francorchamps, accelerating rapidly down the 15 per cent decline. After a very fast right-hand kink, the Belgian hugs the white wall, which separates the old pit lane from the circuit and now echoes the sound of the high-revving flat-six. There it looms in the distance: the famous Eau Rouge of Spa-Francorchamps. Flat out or not? “That’s always a tricky question until you dare to do it for the first time,” says Vanthoor with a laugh. Here on his home turf, known in the racing world as the “Ardennes rollercoaster”, he has celebrated a good number of successes.
During the 24 Hours of Spa-Francorchamps on 24/25 October, drivers will face the Eau Rouge challenge every single lap. This corner combination, which is officially known as “Raidillon”, owes its now famous name to a nearby small creek. The high iron-bearing water is tinged red – hence “Eau Rouge“.
"I don’t know of a comparable passage anywhere. Eau Rouge is unique in the world."Sebastian Golz
In the hunt for top qualifying times on fresh tyres and a dry track with just a dash of fuel in the tank, many drivers take the legendary passage flat out. However, the situation in the race is different. The rubber must be handled carefully in order to survive many laps. Over 24 hours, the car will cover a distance of more than 2,500 kilometres. Tipping the scales at more than 1,200 kilograms plus driver and fuel, the total weight of the car is significantly more than in qualifying. Hence, the forces are higher.
“I don’t know of a comparable passage anywhere. Eau Rouge is unique in the world,” explains Sebastian Golz, Project Manager Porsche 911 GT3 R. On the legendary circuit nestled in the countryside of Belgium’s Ardennes region, a huge compression is combined with cornering at high speed. “On the Nürburgring Nordschleife the cars also bottom out at the lowest point of the Fuchsröhre passage. But we don’t have the lateral forces there,” says Golz. After the downhill section with its 15 per cent gradient comes a left-hander at the lowest point followed by a sweeping, fast right-hand corner leading to a steep climb and the final left-hand kink through a gradient of 18 per cent. Visibility is very limited. For a short period of time, drivers see only sky and some treetops. “When you negotiate this passage for the first time, it’s a truly nail-biting experience, but you get used to it,” says Vanthoor.
The 911 GT3 R in front of Eau Rouge
“At around 240 km/h, not only the drivers but many components come under extreme stresses,” explains Golz. “Through the dip at Eau Rouge, the tyres get extremely compressed, and at the same time lateral forces of up to 3.0g deform the tyre sidewalls. With the GT3 R, this means that around five tonnes is pushed to the outside of the corner. In the compression, the vehicle briefly bottoms out at up to 2.5g. The tyres alone can’t absorb these forces. The rims distort and even the chassis seems to groan under such loads. Thankfully, our Porsche 911 GT3 R has a stiffer design compared to some other GT3 vehicles. We’ve seen the chassis of cars breaking when they hit the dip down at Eau Rouge.” As part of the successful Porsche 911 GT3 R’s overall concept, forces are distributed evenly over the chassis without overloading certain areas. All components play a part in reducing the amount of energy that impacts the vehicle. When driving through Eau Rouge, the setup of the kinematics plays an extremely important role.
The 911 GT3 R after Eau Rouge
“For rapid changes of direction, the car should have quite a hard setup but this would never work through Eau Rouge,” explains the Porsche project manager. “Through the massive compression, high forces cause massive load changes. A hard setup might result in having one wheel in the air without surface contact. This should never happen there. You need all wheels on the ground for maximum grip.” Hence, a compromise is needed. If the car’s suspension is too soft, it will bottom out badly in Eau Rouge. “It’s not the shocks reaching their limit – we can do something about that. It would be much more serious if the entire chassis bottomed out. This would minimise the wheel load and reduce the grip significantly. We’ve got to find a good compromise to ensure maximum contact of all wheels on the ground at all times,” states Golz. When working on finding the best setup, the unique features of Eau Rouge play an important part. However, it is also essential to take the rest of the 7.004-kilometre circuit into account.
"Eau Rouge is always a huge challenge. It’s a brave driver who keeps the throttle pedal down through here."Sebastian Golz
For fast corners like Pouhon or Blanchimont, a low ride height is essential for high and constant downforce. Passages with rapid directional changes like Les Combes or the Bus Stop chicane require a hard suspension in order to achieve decent lap times. All this contradicts the set-up requirements for the perfect drive through Eau Rouge. “You’re always looking for the best possible compromise,” says the experienced Porsche engineer. “I can live with the car bottoming out slightly in Eau Rouge because I want the car low through other passages. One shouldn’t forget, the lap time doesn’t just depend on Eau Rouge – it is achieved over the entire seven kilometres. If I get it sorted out right for the Eau Rouge dip, I’ll lose too much time in other places like Blanchimont,” remarks Golz. With a laugh, he adds: “It’s always a huge challenge. It’s a brave driver who keeps the throttle pedal down through here. Unlike in single-seater racing, this hasn’t changed at all over the years in GT3 sport. “
Eau Rouge by night
Mastering this key passage takes skill, enormous self confidence, a wealth of experience and a huge amount of courage. “It may sound strange but Eau Rouge is easier to take at full throttle than lifting for half a second,” says Vanthoor. “At this spot, the driver has to be absolutely sure about what his car is doing. If I lift the throttle approaching the lowest point, the load shifts to the front – and the car pitches. This affects the steering behaviour and I might hit the kerb too hard. If this happens, things get seriously tricky. As a driver, you’ve got to learn Eau Rouge by driving it. Everyone knows that aerodynamics offer more downforce at a higher speed. Obviously you shouldn’t try to overdo it, but with the Porsche 911 GT3 R, you can keep the pedal to the metal – most of the time. It doesn’t always work – sometimes your gut tells you that it would be a good idea to lift for a split second.”
“On one hand, we technicians like to see the drivers going full throttle through Eau Rouge. After all, we’re passionate about motor racing,” says Golz, giving his perspective. “Yet on the other hand, it’s obvious that neither the tyres nor the vehicle would withstand these stresses over long periods of time. So we’re quite happy that the enormous physical and mental stresses through this passage keep the drivers from trying to tackle it at full tilt most of the time. This saves the material a little,” concludes the 911 GT3 R project manager, thereby taking a load off the shoulders of his very ambitious drivers. There have been many accidents in this challenging passage. Eau Rouge only works well if all factors come together. Tyre pressure and temperature must be perfect, the track surface dry and clean, and the approach to the dip flawless.
"Eau Rouge is mercilessly unforgiving. Still, there’s hardly a better feeling for us drivers than hurtling through this passage at full throttle."Laurens Vanthoor
“Actually, your first tweak of the steering wheel as you head towards the dip is the decisive moment,” says Vanthoor. “If this isn’t perfect you have to correct it, and that’s anything but easy at 240 km/h with those mighty forces working on the car. Eau Rouge is mercilessly unforgiving. The run-off zones are small; many drivers hit the crash barriers. Still, there’s hardly a better feeling for us drivers than hurtling through this passage at full throttle. You look forward to it every lap – at least as long as everything works out okay,” the Belgian smiles. The famous corner combination at Spa-Francorchamps is like a trophy to be won at the highest possible speed. After two attempts to master the famous passage at full throttle ended in the barriers, an ex-Formula 1 world champion had the words “I survived Eau Rouge” printed on his autograph cards.
From Ed -- We often joke about Subaru's over-the-top use of dogs in its advertisements and marketing, but of course the use of animals in automobile marketing has a long history. But this is one that surely brings a laugh and may be the strangest use of an animal for motorcar marketing. In 1949 Kaiser introduced its Traveler which, some would suggest, was the first "hatchback."
We all know the alleged plea of every young girl: "Daddy, please buy me a pony." Well in this ad, apparently Dad had brought a pony home to his daughter and with a bale of hay and a stepladder on which to climb up on the pony. Some ads get stranger with time!
Sports cars were a hot item in 1951. And the definition of such a vehicle was not totally clear, from homebuilts to Rocket 88s to MG-TDs. But this does stretch the truth more than a bit.
From Ed --
Thought you'd get a chuckle from this ad for the 1952 Henry J that I found. The 1951 model year was the first year for the Henry J, but in the 1952 model year, a variant of the Henry J was launched that purported to be "an American sports car." Of course this vehicle was a tin can with inside door panels made of cardboard.
The only difference between the base model Henry J and the "sports car" Vagabond variant was that the latter had a continental kit on the rear. Apparently that made it "smarter than Europe's custom models."
In 1980, Björn Waldegård and Hans Thorszelius as well as Jorge Recalde and Nestor Straimel finished in positions one and two at the 12th Bandama Rally in Ivory Coast (between 9 and 14 December 1980) with the 500 SLC rally vehicle. The victory marked the last works-team rally deployment by what was known as Daimler-Benz AG at the time
Coupé triumph in Africa in 1980: 40 years ago, in December 1980, Björn Waldegård and Hans Thorszelius finished in first and second place in their Mercedes-Benz vehicles at the 12th Bandama Rally, now officially known as the Rallye Côte d’Ivoire. The duo took the 500 SLC rally vehicle to first place at the challenging rally in Ivory Coast, ahead of their team mates Jorge Recalde and Nestor Straimel. In 1980, the 500 SLC represented the last evolution stage of the C 107 model series V8 Coupés that brought Mercedes-Benz rally sport success. This particular era started in 1978 with the 450 SLC rally vehicle at the Vuelta a la América del Sur long-distance rally and led to the 450 SLC 5.0 starting at the 1979 Bandama Rally in Africa as well as the 500 SLC in 1980. An R 107 model series 500 SL Roadster had been prepared for the 1981 season. However, the vehicle was never used.
125 years ago, on 2 November 1895, Oscar Mueller won the “Chicago Times Herald Expo Run” at the wheel of a Benz Vis-à-Vis. This very first automotive race in the history of the United States of America took contestants from Chicago to Waukegan and back, covering a distance of 92 miles (approximately 148 kilometres). Publisher Herman Henry Kohlsaat organised the event with a mere two starters. Only Mueller, the son of an industrialist, reached the finish line after more than eight hours. A few weeks later, on 28 November 1895, he raced to second place at the “Chicago Times Herald Contest”, an event dominated by gales and frost. These events also marked the start of motorsport history in America – just eighteen months after the first ever automotive race in history from Paris to Rouen on 22 July 1894
In 1960, Walter Schock and Rudolf Moll won the European Rally Championship at the wheel of a Mercedes-Benz. With their Mercedes-Benz 220 SE touring car they were the first German team to claim the victory at the XXIX Monte Carlo Rally between 18 and 24 January 1960.
In 1960, Walter Schock and Rolf Moll won the European Rally Championship for the second time after 1956 at the wheel of a Mercedes-Benz 220 SE Tail Fin Saloon. The title marked the climax of this era from the mid-1950s to the mid-1960s, in which the Stuttgart-based brand’s close-to-series-production touring cars claimed numerous victories at international rallies and road races.
Amongst other victories, Schock and Moll took the first ever German overall victory at the legendary Monte Carlo Rally in 1960. Prior to their success with the “Tail Fin”, Schock and Moll were also successful at the wheel of the Mercedes-Benz 300 SL “Gullwing”, e.g. at the 1956 Sestriere Rally in Italy. Following their second European Championship, Schock and Moll also claimed the title at the gruelling 1961 Gran Premio Argentina road race.
This postal card is currently at auction on eBay. I had seen a brief mention of Imperia in a Michale Sedgwick book on cars of the 1930s and 1940s, but nothing more.
Below is the entry from Wikipedia. This marque has a fascinating history!
Impéria was a Belgianautomobile manufactured from 1906 until 1948. Products of the Ateliers Piedboeuf of Liège, the first cars were designed by the German Paul Henze. These were four-cylinders of 3, 4.9, and 9.9 litres. The next year, the company moved to Nessonvaux, Trooz municipality, and began production in the old Pieper factory. Impéria produced a monobloc 12 hp (8.9 kW) in 1909. In 1910, the company merged with Springuel.
The Nessonvaux factory began producing Abadals under license as Impéria-Abadals from about 1916. In 1921, it built three ohc 5.6-litre straight-eights. These were quickly replaced by an ephemeral ohc 3-litre 32-valve four-cylinder which had a top speed of 90 mph (140 km/h).
Imperia 7-25 CV from 1932
This was followed by an 1100 cc slide-valve 11/22 hp four designed by Couchard, one of the first cars ever built with a sunroof. Its engine rotated counterclockwise, and its transmission brake also served as a servo for those on the front wheels. In 1927 a six-cylinder of 1624 cc appeared; this had been available in three-carburettor Super Sports form from 1930.
In 1925, the company hired Louis de Monge as chief research engineer. Some of his work included torsion bar suspension and automatic transmissions. De Monge left in 1937 to join Bugatti, where he would design the Bugatti 100P racer plane.[1]
Around and on top of the factory buildings, there was a test track over 1 km long. The track was built in 1928.[2][3]The only other rooftop test tracks were on Fiat's Lingotto plant, opened in 1923, and Palacio Chrysler in Buenos Aires, opened in 1928.
Over the course of four years, Impéria took over three other Belgian car manufacturers: Métallurgique (1927), Excelsior (1929), and Nagant (1931). From 1934 until the company folded it built mainly front-wheel-drive Adlerswith Belgian-made coachwork.[4] The company merged with Minerva in 1934, but they split in 1939.
In addition to its production in Belgium, Impéria made a number of cars in Great Britain; these were assembled at a factory in Maidenhead.
From 1947 to 1949 Impéria built its last model, the TA-8, which combined an Adler Trumpf Junior-type chassis with a Hotchkiss engine originally intended for the Amilcar Compound.[5]
After 1948 Impéria assembled Standard Vanguards under license and also built a unique convertible version. After Standard decided to set up a new factory in Belgium, the factory was left without work and had to close doors in 1957.
I was just watching the film "D.O.A." on Youtube and noted that this Starlight Commander convertible was featured in a chase scene in the film. A bit off the topic of this post, but still fascinating. What did this try to say about the film's chief character, Bigelow?
See below for more on the Coupe!
The calm of the 1946 and its warmed over 1942 automobile models was shattered during the summer of 1946 with Studebaker's announcement of their 1947 product line. The work of Raymond Lowey and Virgil Exner, the "coming and going" sign featured a short hood with a long rear deck. The roof was supported by wide B pillars.
What this meant was that Studebaker had abandoned its straight eight going back to 1928. For a time Studebaker had toyed with the idea of a rear engine design, but reverted to the conventional in a model that was 78 inches lower than its predecessors. Much was new. but flathead 6 cylinder engines(170 and 232 cubic inches) were featured.
Most spectacular was the Starlight Coupe body with its full wrap around tripartite window, not found on the 3 passenger Business Coupe. It was simply astonishing to many, a revolutionary look that anticipated such designs as the Tucker. The Box shape going back to the beginning of the automotive age was finally on the way out in common person's car. Even a factory worker could now get behind the wheel and feel light he or she could take off, even though it was largely an illusion. But the Golden Age of the automobile that characterized the 1950s and 60s was replete with illusions and ironies.
Covid has given me time to read and reread materials that have been on my shelf for years. Recently I developed an interest in Studebaker, Particularly because of the innovative design of the "Coming and Going" 1948 model and then subsequent designs through the early 1950s. I read sections from Patrick Foster's Studebaker: The Complete Story and Robert R. Ebert's Champion of the Lark: Harold Churchill and the Presidency of Studebacker-Packard, 1956-1961(McFarland, 2013).
Ebert's book is a most complete contextual history of the development of the Lark and the role of executive Harold Churchill. In effect, this focused study has an accompanying wide-angle view, one in which the management strategies of executives Nance, Egbert, and Burlingame are also discussed.
Ebert's story posits reasons why Studebaker ultimately ended automobile production in 1967. Why did the company fail? Was it the result of union concessions, poor executive decisions, wavering strategies from on executive to the next, vicious competition from GM and Ford, products or that fell that short for any one of a number of reasons? How could a large integrated firm fail duding a time of unprecedented prosperity?
And then there is the tale at the heart of the book, the coming (and going) of the Studebaker Lark. Initially it was a success, and one year ahead of the GM Corvair and Ford Falcon import fighters. But then the car lost momentum in the marketplace, competitors took away its niche, and indeed the market would shift again by 1963-64. Could a four cylinder engine have saved the Lark? Doubtful. Larger engines and more horsepower were the item of the day after 1963.
In reading Ebert's study, it appears that production issues -- and volume -- became a problem at critical times. Ebert never really gets at the matter of quality of the cars before the Lark -- it is one thing to bring in journalistic impressions of the various models, but what of consumer perceptions of quality and resale value? What were the problems of these cars before the recall era where one can begin to understand defects. How was quality handled at Studebaker? How long did Studebakers stay on the road compared to GM and Ford products?
Whatever questions are raised, Robert Ebert is in my mind the Studebaker historian. He knows more about these cars, has dug through a variety of archives, and has thought carefully about the firm and its economic environment.In sum, Champion of the Lark should be in every automotive historian's library.
International Avus race in Berlin, 26 May 1935. Mercedes-Benz Racing department tool kit.
Preparatory and maintenance as well as repair work were an integral part of driving a car and drivers relied on their profound mechanical and electrical expertise about their vehicles. The equipment was extensive – and tools were always at hand. Sometimes special holders in the luggage compartment made sure this was the case. For instance, these holders were installed in the W 108 and W 109 model series luxury sedans. In said vehicles the fabric bag containing the vehicle tool kit was hung on the wheel spanner for storage. And Fritz Nallinger, Member of the Board of Management between 1941 and 1965 of what used to be Daimler-Benz AG, had vivid memories of the tool kit in his parents’ car. As a young boy on Sunday outings at the beginning of the twentieth century, he sometimes had to take a seat between spanners, oil cans and spare parts.
In August 1888, when Bertha Benz and her sons set off from Mannheim on the very first automotive long-distance trip at the wheel of the Patent Motor Car her husband had invented, the three of them were left to their own devices. The trip was going well, but the vehicle, a prototype from today’s perspective, suffered the odd breakdown. Each one could have thwarted the objective of reaching Pforzheim by the evening. However, improvisation and skills cleared the way. Even Bertha’s hat pin was turned into a tool when she used it to clean a clogged petrol pipe.
Only a few years later the motor car was increasingly spreading as a means of transport. The first chauffeurs were either trained mechanics or, in addition to driver training, they were extensively trained in mechanics and electrics at the manufacturer’s plant. Afterwards, they would be able to carry out any kind of work. The technology had a longer service life thanks to regular maintenance. Anyone wanting to reliably reach their destination needed to be familiar with the technology to prevent breakdowns with precautionary work or quickly eliminate any issues.
Mobile workshop: Vehicle manufacturers provided a dedicated selection of spanners and other utensils for the usual work – the vehicle tool kit. For instance, tools were wrapped in a fabric bag or stored in a container with a customised insert. For many model series, this basic equipment could be enhanced to form an extensive tool kit on the basis of the accessories catalogue. In the 1960s elements including grease guns for chassis and suspension were still part of the kit, for instance.
A great experience today at Muffler Brothers. Last week my 1982 Mercedes 380 SL developed an exhaust leak. It turned a once refined car into a vehicle that sounded like a truck. I went to Midas Muffler in Centerville, Ohio, and they seemingly could do nothing but replace parts at a huge cost! Their welder hardly works and they no longer have a pipe bender. So a mechanic suggested Muffler Brothers on Alex-Bell located just on the western edge of Bellbrook.
The upshot of this was an appointment today and a nice weld fix for a little over $80. Given the value of this 380 SL, that was great news! There are plenty of these cars out there for sale, and prices are very depressed. But parts and labor are very high for these once-expensive cruisers.
Mercedes-Benz 770 “Grand Mercedes” (model series W 07, 1930 to 1938) on the cover of an exhibition booklet published by the trade magazine “Motor und Sport”, 15 February 1931.
The Mercedes-Benz 770 “Grand Mercedes” was launched in October 1930 at the Salon de l’Automobil in Paris, the world’s leading motor show at the time. This, the largest, heaviest and also most expensive model in the Mercedes-Benz passenger car range secured the then Daimler-Benz AG a leading position in international car construction. A contemporary Mercedes-Benz brochure left no doubt as to the validity of this claim and referred to the “most powerful passenger car in Germany and one of the largest in the world”. It continued: “This is the car with that special touch, created for the most demanding requirements, for the circle of leading men of all countries who always demand the highest standard of performance and comfort.”
The development: After two years of development work, the Board of Management decided at their meeting on 6 March 1930 to accelerate development of the W 07 to production standard and to complete the Nürburgring trials by the end of May of that year. On 6 June 1930, the new Chairman of the Board, Wilhelm Kissel, summed it up: the “development of a new large car” was necessary so that there was an up-to-date luxury-class vehicle in the model range once again. With reference to the company’s self-imposed demands on the design of the W 07, Kissel said: “It goes without saying that this car has to meet the standards expected of Daimler-Benz.”
Technology: In contrast to many a competitor, the team supervised by the head of the design office, Dr Hans Nibel, and head of engine development, Albert Heeß, did not opt for a twelve-cylinder engine but for an eight-cylinder in-line engine with a displacement of 7.7 litres. Its maximum speed was 2,800 rpm. This M 07 produced 110 kW (150 hp), and, if the Roots supercharger was engaged while the accelerator was fully depressed, the power output was 147 kW (200 hp). For a price reduced by RM 3,100, the “Grand Mercedes” was also available without a supercharger. However, only 13 of the 117 customers chose this option. One of the two spark plugs per cylinder was connected to a high-voltage magneto ignition system and the other to a battery.
Sophisticated design: Power was transmitted through a three-speed transmission, which was supplemented by a virtually silent Maybach overdrive system which could be switched in for any of the three forward gears. So, in practice, there were six gears available. The overdrive system was switched in without operating the clutch but simply by activating a semi-automatic vacuum shift mechanism by means of a lever on the steering column. The four wheel brakes were operated mechanically and were supported by a Bosch-Dewandre servo-brake. The “Grand Mercedes” had a rigid axle made of an H-section at the front and a rigid banjo axle at the rear. It had a fully automatic central lubrication system. The fine balance of the chassis, which was of a rather conservative design but very well received by the experts, resulted in optimum safety and comfort. The top-of-the-range model from Mercedes-Benz was supplied fitted with either wooden spoke wheels or wire spoke wheels, with Rudge knock-off hubcaps for quick wheel changing.
Technical data (1930): Eight-cylinder in-line engine, 7,655 cc, output: 110kW (150 hp) or, with supercharger, 147kW (200 hp) at 2,800 rpm. Fuel consumption was around 28 to 30 litres per 100 kilometres, fuel tank capacity 120 litres. Maximum speed with the supercharger switched in was around 160 km/h. Weight of the chassis: 1,950 kg, weight of complete vehicle: 2,700 kg, wheelbase: 3,750 mm, overall length: 5,600 mm.
Variants: The bodies of the “Grand Mercedes” were produced at the special vehicle production unit in Sindelfingen. Final assembly and handover to the customer took place in Stuttgart-Untertürkheim. Initially, the Pullman limousine, of which 42 were manufactured, was offered with six or seven seats. In September 1932, cabriolet models B, C, D and F and an open touring car were added to complete the choice of bodies available. On top of that, there were also bodies provided by private coachbuilders, such as Erdmann & Rossi. Body design was modified through the 1930s to result in more fluid forms.
Pricing: A comparison shows how clearly the W 07 stood out from the generally applicable price level: the Pullman limousine with the supercharger was offered for RM 41,000 during the entire production period from 1930 to 1938, while the 170 (W 15), launched in 1931, was offered for RM 4,400. Even the 540 K, which also contributed a great deal to the reputation of Mercedes-Benz during the 1930s, cost RM 22,000 in 1936, fractionally more than half the price of the “Grand Mercedes”.
In the eyes of the press: Trade magazine “Motor und Sport” had this to say in its 24/1932 issue: “In contrast to familiar models by competitors, the behaviour of the Grand Mercedes at all speeds is impeccable. […] We are aware of no other vehicle that allows such danger-free driving with heavy vehicle bodies at the breathtaking speed of 120 km/h […that] and that can easily hold the speed of an express train.”
Ed sent a photo taken today in the rain of the front end of his car. He thought the droplet pattern on the car was beautiful, and the source of a work of art. I edited the photo by cropping to bring out his point. What do you think?
It was autumn 1950 when a fateful meeting between Professor Ferdinand Porsche and Max Hoffman led to the decision that a fledgling German automotive manufacturer from humble beginnings would begin exporting its sports cars to America. The result was the creation of a bond stronger than anybody could have imagined, and this year Porsche is celebrating the 70thanniversary of its arrival on the American market.
The early years
The first Porsche sports car received its certification for road use in Germany on June 8, 1948, meaning the history between the brand and the U.S. goes back almost to the very beginning. Back then, the young sports car company caught the eye of a visionary New York-based salesman.
Austrian expatriate Max Hoffman had arrived in New York on June 21, 1941, and in 1947 he opened his showroom on Park Avenue, which was later redesigned by Frank Lloyd Wright. “Hoffman Motor Car Company” began importing and selling established European brands to such a degree of success that it allowed taking a chance with less-known marques.
Ferry Porsche (left) and Max Hoffman in December 1951 on the terrace of Hoffman's apartment on Park Avenue, New York
The initial relationship between Max Hoffman and Professor Ferdinand Porsche went back to when the former was still working as a lawyer in Vienna, but the decisive contact was made years later by Max Troesch.
“I am sure this car will make a name for itself.”Max Troesch
A journalist by trade, Troesch had driven a Porsche 356 and proclaimed: “I am sure this car will make a name for itself.” When he traveled to America, he showed Hoffman photos of the car and encouraged him to connect with Porsche.
The first two 1.1-litre 356 coupes were delivered to Hoffman in the autumn of 1950, and he met Ferdinand Porsche at the Paris Motor Show that same year.
In early conversations, Ferry Porsche said he would be happy to sell five cars a year in America, to which Hoffman famously replied: “If I can’t sell five a week, I’m not interested.” Eventually, they agreed on a U.S. import contract of 15 cars per year.
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Building a bond
Hoffman had not committed himself to an easy task. Compared to its rivals by the numbers alone, the German newcomer was considerably more expensive and had a smaller engine, but Hoffman knew that anyone who drove a car from Zuffenhausen would understand it offered a blend of durability, track-bred agility and everyday usability that was unique in the automotive landscape.
The showroom at Hoffman Motor Car Company on Park Avenue in New York City with Porsche 356 models on display in coupé, cabriolet and Speedster variants (1954/1955)
Porsche had no budget for a major advertising campaign, so it was up to Hoffman to establish the unknown brand to American customers. His marketing materials described the 356 as “One of the World’s Most Exciting Cars” with “a new conception in handling, roadholding, suspension and safety never known before”. The strategy gained traction, and by 1954, 11 cars per week were sold through Hoffman, equalling 30 percent of the annual Porsche production. In 1965, the final year of the 356 model, the U.S. share of Porsche sales had risen to a massive 74.6 percent.
A substantial part of the growing success was thanks to another Austrian native. John von Neumann had opened his Competition Motors dealership in North Hollywood in 1948, and after a single test drive while visiting Hoffman in New York in 1951, he bought a Porsche 356 and took it back to California. An avid racer himself, Neumann played an important role in introducing the Porsche brand to the growing motorsports scene in the Golden State.
John von Neumann's Competition Motors dealership in Los Angeles, CA
In particular, the nimble new Speedster model would prove popular with its lower starting price of just $2,995. The Speedster was inspired by the 356 America Roadster, which was in turn an example of Hoffman’s influence on the company since he had specifically asked Ferry Porsche for a lightweight, entry-level car. Neumann was also well-connected in Hollywood, and his list of celebrity customers, which included actor James Dean, helped build a strong image as the cars were used for weekend racing and weekday commuting alike.
With Porsche becoming more established in showrooms, motorsports and pop culture, the decades that followed would see a variety of changes for the brand’s presence in the U.S.. From an organisational perspective, this began with the creation of the independent distribution network, The Porsche of America Corporation, in 1955. From 1969 the company formed part of the Porsche Audi division of Volkswagen of America, Inc. and finally, on September 1, 1984, Porsche Cars North America was established in Reno, Nevada.
Porsche 356 Speedster, model year 1955, in front of the Hoffman Motor Car Company showroom in New York
Approaching the new millennium, Porsche experienced setbacks and victories, both on the race track and in business. The 1990s proved to be challenging, but the introduction of the popular Boxster, which was very positively received in concept form at the 1993 Detroit Auto Show and later praised in first drive reviews, drew a new audience to Porsche and helped get sales back on track. Soon afterwards, in 1998, PCNA moved its operations to Atlanta, Georgia. The appeal of the brand expanded once again with the introduction of the Cayenne in 2003, and the sporty SUV quickly became the best-selling model in the U.S. for many years.
A decade of growth
Like most other industries, the global financial crisis of 2008 saw the automotive sector struggle at the start of the following decade. For Porsche, U. S. sales dropped below 20,000 cars in 2009 – something that had not happened since the 1990s. From that point onwards though, the sports car manufacturer did not look back: vehicle deliveries started climbing year by year, supported by new model lines – such as the Panamera, and later the Macan – and Americans’ continued fascination with the brand.
On May 12, 2011, PCNA made the major announcement that it would build a new headquarters in Atlanta. This dedicated home for Porsche in America would not only serve as a centralised location for business, but as a brand embassy where visitors could experience the thrill of everything the marque has to offer. The Porsche Experience Centre (PEC) Atlanta opened its doors in May 2015, complete with a driver development track, fine dining restaurant, Heritage Gallery and much more.
Porsche Cars North America in Atlanta
Fittingly, the first event in the new surroundings was the presentation of the 911 GTS Club Coupé, a model made specifically for the U.S. and limited to just 60 units to celebrate the 60th anniversary of the Porsche Club of America – the largest single-marque club in the world. In November 2016, a second Porsche Experience Centre opened in Los Angeles, making America the first market with two PECs and giving Porsche an even stronger presence in California – a state that accounts for about one quarter of all U.S. sales.
Porsche Experience Center in Los Angeles
Combined, the two PECs represent an investment of $160 million – the largest Porsche has ever undertaken outside of Germany to date – and they have welcomed more than 450,000 visitors so far.
Alongside the expansion of the physical footprint, Porsche also started breaking new ground in the digital space, especially with the launch of the Porsche Drive subscription service in 2017. The same year would see the company reach a very special milestone with the production of the millionth example of the iconic 911, and true to history, the unique car travelled the New York streets that Max Hoffman had driven in 1950.
One millionth 911 in New York
Reaffirming the special bond between America and Porsche, more than 81,000 people gathered at the WeatherTech Raceway Laguna Seca in California in September 2018 for four days of racing, opportunities to meet legendary Porsche racing drivers, vehicle premieres and all-round automotive enthusiasm at Rennsport Reunion VI. The festival founded and brought to life by PCNA’s former head of PR, Bob Carlson, had begun in 2001 as an engaging way to honour the Porsche motorsports legacy.
Rennsport Reunion VI 2018 in California
Moving towards the present day, 2019 was a pioneering year for Porsche in America in more than one sense. Sales soared to a record 61,568 vehicles and, importantly, they ushered in a new era. After the global premiere of the fully electric Taycan in September 2019, the very first deliveries in the world were to American customers in December of the same year. Seventy years after Max Hoffman introduced the sports cars from Zuffenhausen to the U.S., a new chapter is being written, and Porsche is looking ahead to many more American miles and memories.
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