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The new Wartburg 353 saloon was presented in Autumn 1965. It had a very modern and attractive bodywork for mid 1960s. But engine and technics were already out-dated at the presentation.
The 353 was designed by Hans Fleischer in cooperation with Clauss Dietel and Lutz Rudolph.
In October 1967 an estate version was added: the 353 Tourist.
1989 was the very last model year Wartburg offered 3 cylinder 2-stroke engined cars.
In 1970 ventilation outlets in the C-pillar appeared.
992 cc 3 cylinder 2-stroke engine.
960 kg.
Production Wartburg 353: July 1966-1989.
Production 353 Tourist: Oct. 1967-1989.
Production 353 Tourist this version: Oct. 1967-April 1975.
Old Hungarian reg. number.
I found this picture on the public site gallery.hungaricana.hu.
Original source: Fortepan, Hungary.
See also: www.photoconsortium.net/association/fortepan-hungary/
Without title.
Location: Budapest VIII, Astoria Intersection with Kossuth Lajos Street, Hungary.
Date: 1975.
Original archive: Lechner Nonprofit Kft. Documentation Center.
Author: VÁTI.
Original photographer and exact date unknown.
Halfweg, July 28, 2021.
© 2021 gallery.hungaricana/Sander Toonen, Halfweg | All Rights Reserved
Hungarian family going for a holiday trip with their shiny Wartburg 353 saloon. Do you imagine the smell of the exhaust pipe? :-)
Note the Czech, Russian and other DDR cars in the back.
The new Wartburg 353 saloon was presented in Autumn 1965. It had a very modern and attractive bodywork for mid 1960s. But engine and technics were already out-dated at the presentation.
The 353 was designed by Hans Fleischer in cooperation with Clauss Dietel and Lutz Rudolph.
1989 was the very last model year Wartburg offered 3 cylinder 2-stroke engined cars.
The early 353 has a chrome front grille.
992 cc 3 cylinder 2-stroke engine.
Ca. 910 kg.
Production Wartburg 353: July 1966-1989.
Production 353 this version: July 1966-April 1975.
Original old Hungarian license number.
I found this picture on the public site gallery.hungaricana.hu.
Original source: Archive Collection Fortepan, Hungary.
See also: www.photoconsortium.net/association/fortepan-hungary/
Without title (detail).
Author: VÁTI.
Location: Györ (Hu), Pálffy street / corner of Teleki László street.
Date: Summer 1987.
Original archive: Lechner Nonprofit Kft. Documentation Center.
Original photographer and exact date unknown.
Halfweg, July 30, 2021.
© 2021 gallery.hungaricana/Sander Toonen, Halfweg | All Rights Reserved
The IFA F8 was an almost exact copy of the pre-war front wheel drive DKW Typ 8-700 Meisterklasse.
Directly after the war Eastern Germany stayed occupied by the Sovjet troops. All motor car factories in Sachsen were expropriated and declared as businesses owned by the people (Volkseigenen Betrieb / VEB).
These factories in the Eastern territories had suffered relatively little damage during the war. In Summer 1946 they already started up for repairing purposes for the Sovjets. Late 1947 these Eastern German businesses were unified as IFA (Industrieverwaltung Fahrzeugbau).
The first passenger cars were produced in 1948. But it was not until 1949 that regular automobile construction really got going. In the former Audi-Werk in Zwickau ran the IFA F8 of the line. Inspiration was found in the 1939 DKW F8 range, which was actually based on the 1934 DKW F4. The 2-door F8 saloon had a partly wooden frame body covered with imitation leather.
So in the same period the Western German DKW had developed complete new cars with modern streamlined steel bodies the East-German car manufacturers went back 15 years in time. They would never reach the same level of design and technical performance as the Western German branch did.
692 cc 2 cylinder 2 stroke engine.
750 kg.
Production DKW F8 Meisterklasse: Febr. 1939-1942.
Production IFA F8: 1949-1955.
This car was offered for sale since March 31, 2017 in Olomoucký, Czech Republic. Asking price was on request.
Found on rajveteranu.cz (April 11, 2017).
Original photographer, place and date unknown.
Amsterdam, April 11, 2017.
© 2017 Rajveteranu/Sander Toonen Amsterdam/Halfweg | All Rights Reserved
The new Wartburg 353 saloon was presented in Autumn 1965. It had a very modern and attractive bodywork for mid 1960s. But engine and technics were already out-dated at the presentation.
The 353 was designed by Hans Fleischer in cooperation with Clauss Dietel and Lutz Rudolph.
In October 1967 an estate version was added: the 353 Tourist.
1989 was the very last model year Wartburg offered 3 cylinder 2-stroke engined cars.
In 1970 ventilation outlets in the C-pillar appeared.
992 cc 3 cylinder 2-stroke engine.
960 kg.
Production Wartburg 353: July 1966-1989.
Production 353 Tourist: Oct. 1967-1989.
Production 353 Tourist this version: 1970-April 1975.
I found this picture on the public site gallery.hungaricana.hu.
Original source: Budapest Capital Archives, Hungary.
See also: www.photoconsortium.net/association/fortepan-hungary/
Without title.
Location: Budapest, Hungary.
Date: 1983.
Original archive: Photo Collection Budapest Capital Archives, Budapest, Hungary.
Original photographer, exact place and date unknown.
Halfweg, July 15, 2021.
© 2021 gallery.hungaricana/Sander Toonen, Halfweg | All Rights Reserved
Directly after the war Eastern Germany stayed occupied by the Sovjet troops. All motor car factories in Sachsen were expropriated and declared as businesses owned by the people (Volkseigenen Betrieb / VEB).
These factories in the Eastern territories had suffered relatively little damage during the war. Nevertheless Auto Union had lost her production facilities for Audi, Horch and DKW (Zwickau).
The DKW company had to start all over again in Ingolstadt, West-Germany. But this effort took a few years to realize.
Due to severe material restrictions it was not possible to produce new cars from 1945 onwards. The only passenger cars which were available for the German market directly after the war were old pre-war cars.
A big part of them happened to be DKWs because the German military paid no interest in these fragile wooden bodied cars. They were simply not appropriate for use during the battles.
From 1948 Karrosseriewerk Carl Baur, Stuttgart-Berg, supplied restyled bodies on old F8 chassis and offered them as F10 to the German market. In total of 1110 steel bodied cars were rebuild.
Only in 1949 and 1950 new F10 cars could be build. After 196 units production ends in favour of the new designed F89 (which originally would have been called F10).
After the war Baur published some advertisements for these refreshed pre-war DKW F8. These restyled DKW's looked like the one on the photo. See: www.coachbuild.com/forum/viewtopic.php?f=263&t=2290
Note the streamlined front fenders with incorporated headlights.
These Baur versions were also available on IFA F8 based Cabriolet or Coupé. From 1950 to 1951 some 250 steel bodied saloons and convertibles were made on a IFA F8 chassis. These cars were only for sale in the Western European market in order to obtain Western currencies by the DDR government.
For further reading (auf Deutsch): www.motorsport-total.com/oldtimer/news/der-wirre-neustart...
688 cc 2 cylinder 2-stroke engine.
830 kg.
Production DKW F10 Baur: Dec. 1949-Aug. 1950.
Production IFA F8 Cabriolet and Coupé: 1950-1951.
Original first reg. number: 1950.
New Dutch old style reg. number: 1956 (not known anymore at RDW, Jan. 2022).
Source: Seen in classic car magazine 'Het Automobiel', number 51, 5th year, June 1984.
Magazine was found in a recycle shop.
Original photographer, place and date (early 80s?) unknown.
Zaandam, Dec. 30, 2014.
© 2014 Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
DKW became very famous for their motorbikes in the 1920s. Founder engineer Jørgen Rasmussen (1878-1964) started in 1926 with the production of electro-delivery vehicles. In 1928 he followed with motorcars.
In 1932 DKW merged with Audi, Horch and Wander into Auto Union.
Streamlined bodies were first applied in 1934 at the Schwebeklasse series.
Typ F5 Series was introduced in 1935 and was based on the 1934 F4 Series.
This F5 Front Luxus Cabriolet 2 Sitze has a body by Karosserie Baur, Stuttgart-Berg, Germany.
These spoked wheels are original at a Front Luxus version.
692 cc 2 cylinder 2-stroke engine.
790 kg.
Production DKW F5-700 Front Luxus: 1936-37.
Production F5 this Baur version: 1936-37.
Original first reg. number: unknown.
New Dutch (replacing) reg. number: 1953 (not known by RDW anymore).
Seen in classic car magazine 'Het Automobiel', number 52, 5th year, July 1984.
Magazine was found in a recycle shop.
Original photographer, place and date unknown.
Zaandam, Dec. 30, 2014.
© 2014 Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
DKW became very famous for their motorbikes in the 1920s. Founder engineer Jørgen Rasmussen (1878-1964) started in 1926 with the production of electro-delivery vehicles. In 1928 he followed with motorcars.
In 1932 DKW merged with Audi, Horch and Wander into Auto Union.
Streamlined bodies were first applied in 1934 at the Schwebeklasse series.
This DKW F7 saloon has a wooden frame body covered with imitation leather on a central tubular chassis.
Typ F7 Series was introduced in 1937 and was based on the 1934 F4 Series. It was the follow-up of the F5.
The Reichsklasse and Meisterklasse shared the same body.
It looks like the license plate at the rear had been doubled. This could mean that this car was imported privately or bought recently as a second hand car.
584 or 692 cc 2 cylinder 2-stroke engine.
700/750 kg.
Production F7 Series: 1937-1938.
Original source: Archive Collection Fortepan, Hungary.
See also: www.photoconsortium.net/association/fortepan-hungary/
Without title.
Location: Bern, Rathaus in the Old Town, on the left the St. Peter and Paul Cathedral, Switzerland.
Date: 1937.
Original photographer: Melinda Ongrádi.
Source: gallery.hungaricana.hu
Halfweg, July 19, 2021.
© 2021 gallery.hungaricana/Sander Toonen, Halfweg | All Rights Reserved
This Superior 500 replaced the Superior 400 and had a more streamlined body. It was developed under the principles of Paul Jaráy (Vienna, 1889-1974) and the technical supervision of Josef Ganz (Budapest, 1898-1967).
At the end of 1933, a small delivery van variant was also introduced until 1938. After that year, Standard founder Wilhelm Gutbrod (near Stuttgart, 1890-1948) sold the small van under his own name as Gutbrod Merkur HV 504. The body was very similar to that of the Simca 5 Fourgonnette.
Some background info:
In the 1930s there was an increasing need for a real people's car in the German-speaking region. A car affordable for the masses, the so called 'Volkswagen'.
One of the leading engineers at that time was Josef Ganz. After he had worked for Adler, BMW, Daimler-Benz and Röhr, he developed his own minicar in 1931, the 'Maikäfer'.
In Standard Fahrzeugbau he found a manufacturer and in 1932 the Standard Superior 400 was launched (officially presented at the IAMA, the Berlin international motor show, Febr. 1933).
This cheap car was based on the 'Maikäfer' principles: tubular chassis, rear engine, independent wheel suspension and with a streamlined body.
Journalist Paul Schilperoord wrote a very interesting book about the history of the development of the VW Beetle in the 1930s. In this book he describes the life and works of Josef Ganz who's technical ideas were taken over by Ferdinand Porsche. The book reads like a very exciting story.
See: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
In 2019 a documentary was made about Josef Ganz and his life story: Ganz, How I lost my Beetle (2019), by Suzanne Raes: www.youtube.com/watch?v=cNuS4GwU7CU
494 cc 2 cylinder 2-stroke rear engine.
490 kg.
Production Standard Superior 500: Nov. 1933-May 1935.
Original old pre-war German reg. number (Preussen/Provinz Pommern).
Image source: video still from documentary Ganz, How I lost my Beetle (2019). Seen in cinema Het ketelhuis, Amsterdam, May 10, 2019.
Original photographer, place and exact date unknown.
Amsterdam, May 10, 2019.
© 2019 Schilperoord/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
The Goggomobil microcar was presented in Autumn 1954 by Hans Glas GmbH, Dingolfing, Bayern. Chief engineer was Karl Dompert.
The Goggomobil T250/T300 series was expanded with the T400 in October 1957.
A second front wiper came late 1956 for model year 1957.
From March 1964 onwards the door hinges of all models were replaced to the front side of the doors (conventional way).
In 1966 the Glas company was bought by BMW, but the production of these microcars remained till 1969.
247 cc 2 cylinder 2-stroke engine.
Performance: 13,6 bhp.
460 kg.
Production Goggomobil T250 series: March 1955-June 1969.
Production Goggomobil TS250 coupe: Spring 1957-June 1969.
Production Goggomobil TS250 this coupé version: 1964-June 1969.
Original first reg. number: 1966.
Scan from original analog photo.
Bought in Classic Car Museum Bad Rothenfelde.
Obtained from Jacob, Sept. 1998.
Original photographer, place and date unknown.
Halfweg, April 5, 2025.
© 2025 Sander Toonen Halfweg | All Rights Reserved
The Goggomobil microcar was presented in Autumn 1954 by Hans Glas GmbH, Dingolfing, Bayern. Chief engineer was Karl Dompert.
The Goggomobil T250/T300 series was expanded with the T400 in October 1957.
A second front wiper came late 1956 for model year 1957.
From March 1964 onwards the door hinges of all models were replaced to the front side of the doors (conventional way).
In 1966 the Glas company was bought by BMW, but the production of these microcars remained till 1969.
Note the triangle rear window. It's a very rare option.
247 cc 2 cylinder 2-stroke air-cooled rear engine.
Performance: 13,6 bhp.
460 kg.
Production Goggomobil T250 series: March 1955-June 1969.
Production Goggomobil T250 this version: Late 1956-March 1964.
Old German reg. number (Hansestadt Hamburg).
Scan from original analog photo (Halfweg, April 5, 2025).
Film roll: 06-21.
Hamburg-Ost, July 27, 2006.
© 2006 Sander Toonen Amsterdam/Halfweg | All Rights Reserved
The Dutch journalist Paul Schilperoord (1977) tracked down one of the last remaining Standard Superior in eastern Germany. It had survived in the DDR but it had been radically modified in the meantime. The front doors, windscreen and rear lights were taken from a 1958-1965 Trabant P50/P60.
Only the chassis with engine and the complete nose of the Superior was kept original.
The car was transported to the Netherlands for restoration back to its original appearance.
Here we see the 1933 Superior during restoration process.
The body was made of wood and later covered with imitation leather.
Some background info:
In the 1930s there was an increasing need for a real people's car in the German-speaking region. A car affordable for the masses, the so called 'Volkswagen'.
One of the leading engineers at that time was Josef Ganz (Budapest, 1898-1967). After he had worked for Adler, BMW, Daimler-Benz and Röhr, he developed his own minicar in 1931, the 'Maikäfer'.
In Standard Fahrzeugbau he found a manufacturer and in 1932 the Standard Superior 400 was launched (officially presented at the IAMA, the Berlin international motor show, Febr. 1933).
This cheap car was based on the 'Maikäfer' principles: tubular chassis, rear engine, independent wheel suspension and with a streamlined body.
Journalist Paul Schilperoord wrote a very interesting book about the history of the development of the VW Beetle in the 1930s. In this book he describes the life and works of Josef Ganz who's technical ideas were taken over by Ferdinand Porsche. The book reads like a very exciting story.
See: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
In 2019 a documentary was made about Josef Ganz and his life story: Ganz, How I lost my Beetle, by Suzanne Raes (2019): www.youtube.com/watch?v=cNuS4GwU7CU
395 cc 2 cylinder 2-stroke rear engine.
450 kg.
Production Standard Superior 400 base: April 1932-1934.
Image source: www.hemmings.com, in article by Daniel Strohl: Restoration of Josef Ganz-built Beetle predecessor begins with crowdfunding campaign, on April 14th, 2017.
Original photographer, place and date unknown.
Amsterdam, Febr. 20, 2020.
© 2017/2020 Hemmings/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
The B1000 was quite modern at the time of its presentation in 1961. Only the 2-stroke power source was already a bit outdated.
During her almost 30-year lifetime the B1000 remained unchanged. Only in Autumn 1989 the old Wartburg 2-stroke engine was replaced by a 4-stroke 1.3L engine.
This new engine didn't brought a solution for the big amounts of unsold vans in 1990. In this last year the curtain fell for good for IFA Barkas.
The Barkas Pick-up truck version (in German called Pritschen) was introduced in 1965.
998 cc 3 cylinder 2-stroke engine.
1000 kg.
Production IFA Barkas B1000: June 1961-1990.
Production B1000 Pick-up this 2-stroke version: 1972-1988.
This Pick-up Van was for sale in Kraj: Plzeňský, CZ, for 25.000 Kč.
Found on rajveteranu.cz (April 12, 2017).
Picture dates from Dec. 14, 2016.
Original photographer and exact place unknown.
Amsterdam, April 12, 2017.
© 2017 Rajveteranu/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
During 1952 the German engineer Fritz Fend (1920-2000) had developed his Kabinenroller into a small tandem 2-seater: the 1953-54 KR 175, which was succeeded by the KR 200-Series.
In 1957 the KR 200 Kabrio was presented, which was followed by this KR 201 Roadster.
This microcar was built by the Regensburger Messerschmitt-Werk. When this company came into financial trouble in 1956, Fritz Fend took over the direction while the company was renamed Fahrzeug- und Maschinenbau GmbH. Regensburg (FMR).
This KR 201 is part of the collection of Musée Henri Malartre.
See also: www.musee-malartre.com/malartre/sections/fr/le_musee_et_v...
191 cc 2-stroke mono-cylinder air-cooled engine.
240 kg.
Production KR 200: Spring 1955-6/1964.
Original old French reg. number: 1958 (Rhône).
Number seen: 1.
Rochetaillée-sur-Saône (Northern suburbs of Lyon, Rhône, Fr.), Rue du Musée, Aug. 4, 2019.
© 2019 Sander Toonen Amsterdam | All Rights Reserved
The B1000 was quite modern at the time of its presentation in 1961. Only the 2-stroke power source was already a bit outdated.
During her almost 30-year lifetime the B1000 remained unchanged. Only in Autumn 1989 the old Wartburg 2-stroke engine was replaced by a 4-stroke 1.3L engine.
This new engine didn't brought a solution for the big amounts of unsold vans in 1990. In this last year the curtain fell for good for IFA Barkas.
The Barkas Pick-up truck version (in German called Pritschen) was introduced in 1965.
998 cc 3 cylinder 2-stroke engine.
1000 kg.
Production IFA Barkas B1000: June 1961-1990.
Production B1000 Pick-up this 2-stroke version: 1972-1988.
This Pick-up Van was for sale in Kraj: Plzeňský, CZ, for 25.000 Kč.
Found on rajveteranu.cz (April 12, 2017).
Picture dates from Dec. 14, 2016.
Original photographer and exact place unknown.
Amsterdam, April 12, 2017.
© 2017 Rajveteranu/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
The B1000 was quite modern at the time of its presentation in 1961. Only the 2-stroke power source was already a bit outdated.
During her almost 30-year lifetime the B1000 remained unchanged. Only in Autumn 1989 the old Wartburg 2-stroke engine was replaced by a 4-stroke 1.3L engine.
This new engine didn't brought a solution for the big amounts of unsold vans in 1990. In this last year the curtain fell for good for IFA Barkas.
998 cc 3 cylinder 2-stroke engine.
1000 kg.
Production IFA Barkas B1000: June 1961-1990.
Production B1000 this 2-stroke version: 1964-1971.
Original Czech reg. number.
This van was for sale since June 7, 2018 in Zámecká, Kraj: Královéhradecký CZ, for 149 000 Kč.
Found on rajveteranu.cz (June 8, 2018).
Original photographer, exact place and date unknown.
Amsterdam, June 8, 2018.
© 2018 Rajveteranu/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
Mercury Mark 58 at the Wine Country Classic Boat Show. I like how black and white brings out the details of this image. This engine is over 50 years old .
Please also visit:
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© 2013 Frank van Dongen
FB | 500px | FLICKEFLU | WERKAANDEMUUR | My Website | Getty Images
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Puch is a manufacturing company located in Graz, Austria. The company was founded in 1889 by the industrialist Johann Puch and produced automobiles, bicycles, mopeds, and motorcycles.
Johann Puch from Slovenia, first produced bicycles in 1889 in a small workshop called "Fahrradfabrikation Strauchergasse 18 a" in Graz. Ten years later he founded his company, "Erste Steiermärkische Fahrradfabrik AG" (en: "First Styrian Bicycle Factory AG"). Puch's company became successful through innovation and quality handicraft, rapidly expanding over time. It soon began producing motorcycles and mopeds.
The main production plant, later called "Einser-Werk", was constructed in the south of Graz, in the district of Puntigam. Production of engines was started in 1901 and cars followed in 1904. In 1906 the production of the two-cylinder Puch Voiturette began and in 1909 a Puch car broke the world high-speed record with 130,4 km/h. In 1910, Puch is known to have produced sedans for members of the imperial family. In 1912, the 38 PS (horsepower) Type VIII "Alpenwagen" was developed.
In 1912 Johann Puch went into retirement and became the company's honorary president. In that year the company employed about 1,100 workers and produced 16,000 bicycles and over 300 motorcycles and cars annually. During World War I, Puch became an important vehicle supplier to the Austro-Hungarian Army. However with the collapse of the empire following the War, the market for automobiles shrank and production was discontinued.
The Maxi is one of Puch's most well known machines along with the Magnum and Newport models. The Puch Maxi is a moped fitted with a single cylinder, 49cc, two stroke engine .
The engine produced around 2hp and could propel the rider at speeds of 28 mph (48 km/h).
It was started using the pedals which could be engaged and disengaged from the engine via a starting lever so it could be ridden as a normal bicycle.
Later models did not have pedals, and instead were started with a kick start mechanism.
Tomos, an acronym for TOvarna MOtornih koles Sežana, Slovenian for Motorcycle Company Sežana, is a moped manufacturer based in Koper, Slovenia. Tomos acquired a production license from Puch to produce moped models under the Tomos name in 1954. Tomos has since produced various goods for the Eastern European market, including motorcycles, mopeds, outboard motors, boats and cars, including Citroën and Renault cars for the home market.
Tomos mopeds are also produced in Epe, the Netherlands since 1966. A very good-selling model was the Tomos "4L", produced from 1969 until 1980. The Dutch development team is responsible for the introduction of models like the Colibri, Targa and Revival. Tomos is the last remaining moped factory in the Netherlands, surviving at least 36 others since 1966. Tomos have been sold in the U.S. since 1976.[1] Recently Tomos has also expanded to the UK
LEGAL NOTICE © protected work • All Rights reserved! © Egger photographer retains ownership and all copyrights in this work.
No use of this image is allowed without photographer’s express prior permission and subject to compensation • no work-for-hire
► licence | please contact me before to obtain prior a license and to buy the rights to use and publish this photo. A licensing usage agreed upon with Bernard Egger is the only usage granted. more..
photographer | ▻ Bernard Egger profile.. • collections.. • sets..
classic sports cars | vintage motorcycles | Oldtimer Grand Prix
location | ▻ Motorradmuseum Vorchdorf, Austria
📷 | Puch 5 HP V-Twin :: rumoto images # 4949
----
If a photographer can’t feel what he is looking at, then he is never going to get others to feel anything when they look at his pictures.
After the 1989 regime change Eastern-European societies underwent a huge transformation. One of it was the dis-appreciation of local products, goods and specially cars.
In the early 90s you could easily stumble across left cars, just in the streets of towns and villages.
It often could offer us picturesque images.
Photo taken from a postcard.
Photographer: Pierre Adenis, Photo taken in Scheunenviertel, Berlin.
Publisher: Skowronski & Koch Verlag, Berlin.
Collection Sander Toonen.
Amsterdam, July 23, 2018.
© Skowronski & Koch / 2018 Sander Toonen Amsterdam | All Rights Reserved
The Dutch journalist Paul Schilperoord (1977) tracked down one of the last remaining Standard Superior somewhere in Germany. Together with Josef Ganz grandnephew Lorenz Schmid (Bern, 1981) he picked up the car. It was still in a very original condition.
This video still is taken from a special documentary made by Suzanne Raes about the exiting discoveries Schilperoord made about Ganz and his creations.
Here this video still shows us the moment the car was ready for transport.
Interesting to know: there are only seven Superiors we know of which still exist today.
See also: josefganz.org/standard-superior/
Some background info:
In the 1930s there was an increasing need for a real people's car in the German-speaking region. A car affordable for the masses, the so called 'Volkswagen'.
One of the leading engineers at that time was Josef Ganz (Budapest, 1898-1967). After he had worked for Adler, BMW, Daimler-Benz and Röhr, he developed his own minicar in 1931, the 'Maikäfer'.
In Standard Fahrzeugbau he found a manufacturer and in 1932 the Standard Superior 400 was launched (officially presented at the IAMA, the Berlin international motor show, Febr. 1933).
This cheap car was based on the 'Maikäfer' principles: tubular chassis, rear engine, independent wheel suspension and with a streamlined body.
Journalist Paul Schilperoord wrote a very interesting book about the history of the development of the VW Beetle in the 1930s. In this book he describes the life and works of Josef Ganz who's technical ideas were taken over by Ferdinand Porsche. The book reads like a very exciting story.
See: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
In 2019 a documentary was made about Josef Ganz and his life story: Ganz, How I lost my Beetle (2019), by Suzanne Raes: www.youtube.com/watch?v=cNuS4GwU7CU
494 cc 2 cylinder 2-stroke rear engine.
490 kg.
Production Standard Superior 500: Nov. 1933-May 1935.
Image source: video still from documentary Ganz, How I lost my Beetle (2019). Seen in cinema Het ketelhuis, Amsterdam, May 10, 2019.
Original camera operator, place and date unknown.
Amsterdam, May 10, 2019.
© 2019 Schilperoord/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
The IFA F8 was an exact copy of the pre-war front wheel drive DKW Typ 8-700 Meisterklasse.
Directly after the war Eastern Germany stayed occupied by the Sovjet troops. All motor car factories in Sachsen were expropriated and declared as businesses owned by the people (Volkseigenen Betrieb / VEB).
These factories in the Eastern territories had suffered relatively little damage during the war. In Summer 1946 they already started up for repairing purposes for the Sovjets. Late 1947 these Eastern German businesses were unified as IFA (Industrieverwaltung Fahrzeugbau).
The first passenger cars were produced in 1948. But it was not until 1949 that regular automobile construction really got going. In the former Audi-Werk in Zwickau ran the IFA F8 of the line. Inspiration was found in the 1939 DKW F8 range, which was actually based on the 1934 DKW F4. The 2-door F8 saloon had a partly wooden frame body covered with imitation leather.
So in the same period the Western German DKW had developed complete new cars with modern streamlined steel bodies the East-German car manufacturers went back 15 years in time. They would never reach the same level of design and technical performance as the Western German branch did.
692 cc 2 cylinder 2 stroke engine.
750 kg.
Production DKW F8 Meisterklasse: Febr. 1939-1942.
Production IFA F8: 1949-1955.
This car was offered for sale since March 31, 2017 in Olomoucký, Czech Republic. Asking price was on request.
Found on rajveteranu.cz (April 11, 2017).
Original photographer, place and date unknown.
Amsterdam, April 11, 2017.
© 2017 Rajveteranu/Sander Toonen Amsterdam/Halfweg | All Rights Reserved
"Before The Rain"
My final night shift of the week, this time helping out the "Red Team". As I don't sign Class 59's 7A17 Acton - Colnbrook is unusually seen at Colnbrook with 66102 at the helm. A mere 34 loaded bogie hoppers weighing in at 3396 tons.
There are a couple of places here that are fantastically well lit, making for some good photo opportunities.
Special for the export !
Specifications:
Manufacturer: Auto Werke Eisenach, East Germany (DDR)
Engine: 900 cc 3-cylinder, 2-stroke
Power: 50 hp
Top speed: 140 km/h
Lenght: 4,36 m
Weight: 1040 kg
Production period: 1957 - 1960
Produced: 469 cars
The Dutch journalist Paul Schilperoord (1977) tracked down one of the last remaining Standard Superior somewhere in Germany. Together with Josef Ganz grandnephew Lorenz Schmid (Bern, 1981) he picked up the car. It was still in a very original condition.
This video still is taken from a special documentary made by Suzanne Raes about the exiting discoveries Schilperoord made about Ganz and his creations.
Here this video still shows us the moment the car was pushed on a car transporter.
Interesting to know: there are only seven Superiors we know of which still exist today.
See also: josefganz.org/standard-superior/
Some background info:
In the 1930s there was an increasing need for a real people's car in the German-speaking region. A car affordable for the masses, the so called 'Volkswagen'.
One of the leading engineers at that time was Josef Ganz (Budapest, 1898-1967). After he had worked for Adler, BMW, Daimler-Benz and Röhr, he developed his own minicar in 1931, the 'Maikäfer'.
In Standard Fahrzeugbau he found a manufacturer and in 1932 the Standard Superior 400 was launched (officially presented at the IAMA, the Berlin international motor show, Febr. 1933).
This cheap car was based on the 'Maikäfer' principles: tubular chassis, rear engine, independent wheel suspension and with a streamlined body.
Journalist Paul Schilperoord wrote a very interesting book about the history of the development of the VW Beetle in the 1930s. In this book he describes the life and works of Josef Ganz who's technical ideas were taken over by Ferdinand Porsche. The book reads like a very exciting story.
See: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
In 2019 a documentary was made about Josef Ganz and his life story: Ganz, How I lost my Beetle (2019), by Suzanne Raes: www.youtube.com/watch?v=cNuS4GwU7CU
494 cc 2 cylinder 2-stroke rear engine.
490 kg.
Production Standard Superior 500: Nov. 1933-May 1935.
Image source: video still from documentary Ganz, How I lost my Beetle (2019). Seen in cinema Het ketelhuis, Amsterdam, May 10, 2019.
Original camera operator, place and date unknown.
Amsterdam, May 10, 2019.
© 2019 Schilperoord/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
In 1959 artist Vegter van Slooten (1926- ) and his girlfriend Diny Vrieling (1937-2021) departed from Yde (Drenthe) for a long journey with their T300 to Cape Town, South Africa. It took them three years vice versa. 42.000 (other source says 53.000) km with 500 kilogram luggage, through desserts and tropical forests.
When finally back in the Netherlands they were offered a new Goggomobil TS-series Coupé by Goggomobil director Glaser because of their achievement.
Van Slooten still had his T300 Limousine in 2000.
In 2021 this Goggomobil was on display in 'Het andere Museum', Leeuwarden.
Here we see Van Slooten with his old Goggo T300 in his back yard.
The Goggomobil microcar was presented in Autumn 1954 by Hans Glas GmbH, Dingolfing, Bayern. Chief engineer was Karl Dompert.
The Goggomobil T250/T300 series was expanded with the T400 in October 1957.
A second front wiper came late 1956 for model year 1957.
From March 1964 onwards the door hinges of all models were replaced to the front side of the doors (conventional way).
In 1966 the Glas company was bought by BMW, but the production of these microcars remained till 1969.
296 cc cylinder 2-stroke air-cooled rear engine.
Performance: 14,8 bhp.
460 kg.
Production Goggomobil T250/300 series: March 1955-June 1969.
Production Goggomobil T300 this version: March 1955-late 1956.
Original old Dutch reg. number: Spring 1956 (not valid anymore).
Image found in:
Nieuwe Revu magazine #30, VNU Publishers, July 24, 1981.
Date: c. 1981.
Original photographer: Floris Bergkamp.
Location: Yde ?
Halfweg, April 6, 2025.
© 2025 Sander Toonen Halfweg | All Rights Reserved
DKW became very famous for their motorbikes in the 1920s. Founder engineer Jørgen Rasmussen (1878-1964) started in 1926 with the production of electro-delivery vehicles. In 1928 he followed with motorcars.
In 1932 DKW merged with Audi, Horch and Wander into Auto Union.
Streamlined bodies were first applied in 1934 at the Schwebeklasse series.
Most F7 saloon bodies have a wooden frame covered with imitation leather on a central tubular chassis.
This DKW F7 cabriolet however has a steel body.
Typ F7 Series was introduced in 1937 and was based on the 1934 F4 Series. It was the follow-up of the F5.
The Reichsklasse and Meisterklasse shared the same body.
692 cc 2 cylinder 2-stroke engine.
750 kg.
Production F7 Series: 1937-1938.
Sometimes you may have luck to find a pre-war DKW for sale.
This car was offered for sale since Febr. 8, 2017 in Liptovský MIkuláš, Czech Republic for 430.000 Kč.
Found on rajveteranu.cz (April 11, 2017).
Original photographer, place and date unknown.
Amsterdam, April 11, 2017.
© 2017 Rajveteranu/Sander Toonen Amsterdam/Halfweg | All Rights Reserved
The new Barkas van-series were introduced in 1961 starting with the panel van. In Spring 1964 the mini van was introduced, together with the pick-up.
Finally in late 1988 it was replaced by a slightly modernized version.
992cc 3 cylinder 2-stroke engine,
Production B1000-Series Mini Van: 1964-1988.
Number seen: 2.
Pirna (D), Dresdner Strasse, S172, May 3, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
The new Wartburg 353 saloon was presented in Autumn 1965. It had a very modern and attractive bodywork for mid 1960s. But engine and technics were already out-dated at the presentation. The 353 was designed by Hans Fleischer in cooperation with Clauss Dietel and Lutz Rudolph.
A minor facelift had taken place in Spring 1985: new grille which wears the same car colour.
1989 was the very last model year Wartburg offered 3 cylinder 2-stroke engined cars.
This car was for sale at March 31, 2017 in Karlovy Vary (CZ). Asking price was 50.000 Kc.
Original pictures were made at Aug. 13, 2016 in Ke Hristi, Seríková, Cz.
992 cc 3 cylinder 2-stroke engine.
920 kg.
Production Wartburg 353: July 1966-1989.
Production 353 W this version: June 1985-1989.
Czech reg. number.
Image found at rajveteranu.cz on April 12, 2017.
Original photographer unknown.
Amsterdam, April 12, 2017.
© 2017 Rajveteranu/Sander Toonen Amsterdam/Halfweg | All Rights Reserved
In 1954 the French Velam company acquired the license from the Italian Iso Autoveicoli to produce their successful small Iso Isetta.
The original Italian Isetta was designed by Ermenegildo Preti in cooperation with engineer Pierluigi Raggi in 1952 and presented at the 1953 Turin Motor show.
Late 1954 BMW gained the license to manufacture the Isetta but also the complete body tooling aswel. Because of this Velam had to develop their own body and so it is slightly different than the original Iso and her offspring from BMW.
The Velam Isetta production ceased in 1958 while BMW continued their Isetta even till 1962 and had a lot of success with it.
236 cc 2-stroke monocylinder engine.
300 kg.
Production Velam Isetta: 1955-1958.
New French reg. number: Autumn 1967 (Rhône).
This Isetta is part of the collection of Musée Henri Malartre.
See also: www.musee-malartre.com/malartre/sections/fr/le_musee_et_v...
Number seen: 1.
Rochetaillée-sur-Saône (Northern suburbs of Lyon, Rhône, Fr.), Rue du Musée, Aug. 4, 2019.
© 2019 Sander Toonen Amsterdam | All Rights Reserved
During 1952 the German engineer Fritz Fend (1920-2000) had developed his Kabinenroller into a small tandem 2-seater: the 1953-54 KR 175, which was succeeded by this KR 200.
191 cc 2-stroke mono-cylinder air-cooled engine.
240 kg.
Production KR 200: Spring 1955-6/1964.
Original old Dutch reg. number.
Picture is taken from a Loyalis Assurance Company advertisement.
Found in: Het Onderwijsblad, no. 19, Nov. 5, 2005.
Original photographer: Bert Verhoeff, picture taken somewhere around 'Het IJsselmeer'. Date unknown.
Amsterdam, Aug. 27, 2019.
© 2005/2019 Loyalis/Sander Toonen Amsterdam | All Rights Reserved
This Superior 500 replaced the Superior 400 and had a more streamlined body. It was developed under the principles of Paul Jaráy (Vienna, 1889-1974) and the technical supervision of Josef Ganz (Budapest, 1898-1967).
At the end of 1933, a small delivery van variant was also introduced until 1938. After that year, Standard founder Wilhelm Gutbrod (near Stuttgart, 1890-1948) sold the small van under his own name as Gutbrod Merkur HV 504. The body was very similar to that of the Simca 5 Fourgonnette.
Some background info:
In the 1930s there was an increasing need for a real people's car in the German-speaking region. A car affordable for the masses, the so called 'Volkswagen'.
One of the leading engineers at that time was Josef Ganz. After he had worked for Adler, BMW, Daimler-Benz and Röhr, he developed his own minicar in 1931, the 'Maikäfer'.
In Standard Fahrzeugbau he found a manufacturer and in 1932 the Standard Superior 400 was launched (officially presented at the IAMA, the Berlin international motor show, Febr. 1933).
This cheap car was based on the 'Maikäfer' principles: tubular chassis, rear engine, independent wheel suspension and with a streamlined body.
Journalist Paul Schilperoord wrote a very interesting book about the history of the development of the VW Beetle in the 1930s. In this book he describes the life and works of Josef Ganz who's technical ideas were taken over by Ferdinand Porsche. The book reads like a very exciting story.
See: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
In 2019 a documentary was made about Josef Ganz and his life story: Ganz, How I lost my Beetle (2019), by Suzanne Raes: www.youtube.com/watch?v=cNuS4GwU7CU
494 cc 2 cylinder 2-stroke rear engine.
490 kg.
Production Standard Superior 500: Nov. 1933-May 1935.
Original old pre-war Swiss reg. number (Stadt Zürich).
Image source: video still from documentary Ganz, How I lost my Beetle (2019). Seen in cinema Het ketelhuis, Amsterdam, May 10, 2019.
Location: Zürich (CH).
Date: 1935.
Original photographer, exact place and date unknown.
Amsterdam, May 10, 2019.
© 2019 Schilperoord/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
Contemporary postcard from a 1957 Anzeige (publicity).
During 1952 the German engineer Fritz Fend (1920-2000) had developed his Kabinenroller into a small tandem 2-seater: the 1953-54 KR 175, which was succeeded by this KR 200.
This microcar was built by the Regensburger Messerschmitt-Werk. When this company came into financial trouble in 1956, Fritz Fend took over the direction while the company was renamed Fahrzeug- und Maschinenbau GmbH. Regensburg (FMR).
191 cc 2-stroke mono-cylinder air-cooled engine.
240 kg.
Production KR 200: Spring 1955-6/1964.
Postcard published by P.A.R.C. Germany.
Original photographer, place and date unknown.
Postcard collection Sander Toonen.
Amsterdam, Dec. 5, 2019.
© 2019 parc.de/Sander Toonen Amsterdam | All Rights