Goggomobil

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Glass
Goggomobil limousine with accessories that were fashionable at the time, such as sun visors, small barges over the headlights and nodding dachshunds on the parcel shelf
Goggomobil limousine with accessories that were fashionable at the time, such as sun visors, small barges over the headlights and nodding dachshunds on the parcel shelf
Goggomobil
Production period: 1955-1969
Class : Microcar
Body versions : Limousine , coupé , panel van , flatbed truck
Engines:
Otto engines : 0.25-0.4 liters
(10-15 kW)
Length: 2900-3035 mm
Width: 1280-1370 mm
Height: 1235-1700 mm
Wheelbase : 1800 mm
Empty weight : 415-480 kg
Goggomobil limousine, version 1957 to 1963, still with doors hinged at the back, standard color Sahara beige
Lettering on the front fenders of a Goggomobil T 250
Goggomobil sedan (1965)
Goggomobil Coupé TS 250
Goggomobil Coupé TS 250

The Goggomobil (short: Goggo ) is a small car from Hans Glas GmbH in Dingolfing , which was produced in different versions from 1955 to 1969. It was the first automobile from this manufacturer.

Name origin

"Goggo" was the nickname of Hans Glas' grandson . It became the brand name for both the scooter built from 1951 to 1956 and the Goggomobil.

Models and names

  • Limousine: Goggomobil T
  • Coupé: Goggomobil TS
  • Transporter: Goggomobil TL

Model history

When motorcycle manufacturers got into a crisis in the 1950s because potential customers were increasingly demanding "a roof over their heads", the agricultural machinery manufacturer Glas developed the Goggomobil. The small car was presented in 1954 at the International Bicycle and Motorcycle Exhibition (IFMA) in Cologne ; the first series vehicles rolled off the assembly line in early 1955. It was a small four-seater sedan with a body that was based on conventional automobiles. According to advertising, the Goggomobil offered space for four adults, but with an interior length of around 1.60 m between the pedals and the rear seat back, it was scarce. Originally, the body with a front door designed by Hans and Andreas Glas in collaboration with the former aircraft designer Karl Dompert was planned. In the advertising brochure from 1954 it said: “For reasons of convenience, the entrance has been moved to the front. (Side entry causes uncomfortable stooping in small vehicles). ”However, the plan was abandoned a few weeks before production started in favor of two side doors. The suggestion for this is said to have come from the racing driver Schorsch Meier, who is friends with the Glas family .

The original model of the Goggomobil was still a minimal car without any comfort . So it wasn't until 1957 that a second windshield wiper and crank instead of sliding windows were introduced. As of this year, in addition to the 250 cm³ engine, there were also engines with 300 and 400 cm³ to choose from. From 1964 the two doors were hinged at the front and no longer on the B-pillar . Initially, the car was only available in the color "Sahara beige". From 1957 to 1969, a coupé variant was also offered under the name TS , a two-seater with two additional emergency seats and a panoramic rear window . Towards the end of the construction period, the sedan was priced at around DM 3,600  , the coupé around DM 4,000.

A convertible was also created on the basis of the coupé, but only nine prototypes were built. The convertibles or roadsters that occasionally appear at classic car events are self-made, see below section pictures of self-made roadsters .

Between 1957 and 1965, Glas built the TL model, a small van derived from the Goggomobil with two sliding doors and a tailgate, which was available as a small pick-up with a closed and open loading area . The Deutsche Bundespost bought a large part of the production (about 2000 pieces) .

From 1955 to 1961 the Goggomobil was also sold in the USA via Continental Car Combine ; prices ranged from USD 995 to USD 1,495. The TS was named De Ville Coupe , and the convertible was officially included in the price list in 1961/62, but was never actually delivered. The transporter version was also offered. Around 1958, rumors circulated that Studebaker wanted to build the Goggomobil under license , but these plans were not carried out. The total number of units sold in North America is unknown; In 1958, 539 Goggomobils were sold in the USA and 579 in the following year.

On 30 June 1969 two years and six months after BMW , the Hans Glas GmbH had taken over (effective 10 November 1966), the production ended the Goggomobil. In total, the vehicle, which cost up to DM 4030, was built 284,491 times, of which 214,313 were sedans, 66,511 were coupés and 3,667 were vans.

technology

In the notchback of the Goggomobil, a fan-cooled two - cylinder two - stroke engine with a locked four-speed gearbox is installed transversely. It was designed by Felix Dozekal, who was an engineer at Adler . Behind the back seat is the tank with the fuel tap on the parcel shelf . The engine of the basic model has a displacement of 250 cm³, so that the Goggomobil could also be driven by holders of a motorcycle license of class 4 (vehicles up to 250 cm³).

Shift gate of a Goggomobil

The manually operated gearbox has a short center shift lever in an open shift gate. The first gear is at the front left, the second to the right, the third at the back on the left, the fourth at the back on the right. This shift pattern, a transverse “H”, is unusual for a middle shift; it is otherwise known only from the so-called steering wheel gearshift and from vehicles with crutch gearshifts and transverse engines. Despite the lack of synchronization, the gears can be shifted without double-declutching, just like on a motorcycle. For a surcharge, there was initially the electromagnetically operated “Selectromat” preselector from Getrag with a few centimeters gear lever on the dashboard and a standard clutch pedal to engage and disengage the gears. It was a draw key drive that Norbert Riedel had designed.

The Goggomobil has a profiled floor made of sheet steel as a platform frame and a supporting sheet steel body with two individual reclining seats in the front and a bench in the back. Above the pedals there is a small storage area for luggage and in front of it is the spare wheel. Both are only accessible from the inside.

The front and rear wheels are individually suspended on pendulum axles with coil springs and telescopic shock absorbers. The steering is a rack and pinion steering with 2.8 steering wheel turns from lock to lock with a turning circle of nine meters. The foot brake acts hydraulically on all four wheels, the hand brake with cables on the rear wheels. The brake drums have a diameter of 180 mm and offer a braking surface of 405 cm².

Derivatives and successors

Between 1957 and 1960 WSK Mielec in Poland built small vehicles derived from the Goggomobil T300 with the name Mikrus MR-300 . After 1,728 copies, production was stopped.

Goggomobil Dart (built in Australia)

In Australia , Buckle Motors Pty Ltd in Sydney built a small roadster called Dart from 1959 to 1962 with a flat, sleek plastic body and the technology (including the bonnet ) of the Goggomobil sedan.

In Spain , the Goggomobil was built under license as Munisa Goggomobil by Munguía Industrial SA (Munisa) from Bilbao at the Munguía plant in the province of Bizkaia from 1962 to 1967 . In addition to the normal limousine, there were also other body variants such as an extended limousine, a more simply equipped limousine without rear side windows for business use, a panel van (delivery van) with the nickname "Furgoneta" and a panel van with side windows. A total of about 8,000 copies were made.

From 1970 to 1974, Goggomobil-based cars continued to be built in small numbers. The former Borgward dealer Walter Schätzle had developed the AWS Shopper based on Goggomobil, the engine came from the T 250. But the angular two-seater small car was unsuccessful and the AWS went bankrupt.

Roadster self-made

  • Goggomobil roadster self-made

  • Second in line: Goggomobil roadster self-made Loopi

Technical specifications

Parameters limousine Coupe Transporter
engine 2-cylinder two-stroke engine (twin), rear transverse
Displacement (bore × stroke) 247 cm³ (53 x 56 mm) | 296 cm³ (58 x 56 mm) | 395 cm³ (67 × 56 mm)
compression 6: 1
power 9.9 kW (13.6 hp) at 5400 rpm | 11 kW (15 PS) at 5000 rpm | 13.5 kW (18.5 hp) at 5000 rpm
Max. Torque 21 Nm at 4200 rpm | 23 Nm at 3800 rpm | 32 Nm at 3900 rpm
cooling fan
Carburetor 1 bing (Ø 24 mm) | 1 bing (Ø 26 mm) | 1 bing (Ø 28 mm)
transmission 4-speed gearbox, not synchronized, center
shift lever , rear-wheel drive on request, electromagnetic pre-selection gear
Front suspension Pendulum axle with coil springs, telescopic shock absorbers
Rear suspension  Pendulum axle with pushed trailing arms, coil springs, telescopic shock absorbers
body Sheet steel body on the floor platform
steering Rack and pinion steering
brake Drum brake, hydraulically operated
wheelbase 1800 mm
Track width front and rear 1090 mm
wheel size 4.40-10 4.80-10
Dimensions L × W × H 2900 × 1280 × 1310 mm 3035 × 1370 × 1235 mm 2910 × 1316 × 1695 mm
Empty weight (without driver) 415 kg 480 kg 460 kg
maximum weight allowed 720 kg 900 kg
Maximum speed 250 cm³ 80 km / h 85 km / h approx. 65 km / h
Maximum speed 300 cm³ 85 km / h 90 km / h approx. 70 km / h
Maximum speed 400 cm³ 95 km / h 100 km / h approx. 75 km / h
Tank capacity 25 l (of which 3.5 l reserve) k. A.
Mixture lubrication 1: 25
Consumption 250 and 300 cm³ approx. 6 l / 100 km k. A.
Consumption 400 cm³ approx. 6.5 l / 100 km k. A.

literature

  • Marlotte and Peter Backhaus, Matthias Kirketerp, Peter Backhaus (photos): Around the world in the Goggo. A dream trip in the 50s . Ed .: Claudia Bitz. Christian, Munich 2007, ISBN 978-3-88472-744-7 .
  • Jürgen A. Kraxenberger, Ferdinand Mader: The great GLASS book. Chronicle of an unusual car brand . 2., verb. and revised edition. Anton Pammer, Eichendorf Verlag, Eichendorf 2003, ISBN 3-930648-40-7 .
  • Peter Kurz, Uwe Gusen: Goggomobil. The small car for a family of four . In: Turbulent times . 1st edition. Delius Klasing, Bielefeld 2007, ISBN 978-3-7688-1988-6 .
  • Hanns-Peter Rosellen: From Goggomobil to Glas V 8. The rise and fall of the Hans Glas car factory in Dingolfing . Zyklam, Frankfurt am Main 1986, ISBN 3-88767-075-2 .
  • Hanns-Peter von Thyssen-Bornemissza: Cars that made history - Goggomobil. TS 250, TS 300, TS 400 . Motorbuch, Stuttgart 1994, ISBN 3-613-01583-8 .
  • Walter Drawer: Goggomobil and Isar 600, 700. 1955–1969, a documentation . In: Schrader-Motor-Chronik . tape 9 . Automobil-Bücher-Handelsgesellschaft Schrader, Munich 1986, ISBN 3-922617-17-4 .

Broadcast reports

Web links

Commons : Glas Goggomobil  - collection of images, videos and audio files

References and comments

  1. ^ Werner Oswald: German Cars 1945–1990 . Volume 4. 1st edition. Motorbuch-Verlag, Stuttgart 2001, ISBN 3-613-02131-5 , pp. 454-456.
  2. ^ A b Hanns Peter Rosellen: German small cars . Licensed edition Weltbild Verlag, Augsburg 1991, ISBN 3-89350-040-5 , p. 22 u. 23.
  3. ↑ oldtimer-klassiker.de, origin of the name
  4. ^ News for Glass Automobile Drivers . Publishing house and printer Rudolf Thalhammer, Munich. Special issue for the 40th IAA 1961, p. 152.
  5. ↑ Advertising brochure The solution to a burning question! In: BMW Isetta and its competitors. Schrader Verlag, Stuttgart 1996, ISBN 3-613-87010-X , p. 59.
  6. ^ All information according to: Mike Covello, Standard Catalog of Imported Cars 1946–2002 . Krause Publications, Iola (USA) 2002, ISBN 0-87341-605-8 , pp. 347f.
  7. ↑ Reinhard Lintelmann: The motor scooters and small cars of the fifties. 3. Edition. Verlag Walter Podszun, Brilon 1995, ISBN 3-86133-136-5 , pp. 53-56.
  8. ^ Home of Transmissions . Edited by Getrag International, Untergruppenbach 2015, p. 38.
  9. ↑ Gerald Nelsen, Dirk-Michael Conrad: Short story. In: Motor Classic. Issue 2, Vereinigte Motor-Verlage, Stuttgart, February 1987, pp. 6-19.
  10. ↑ Creative one-off , at GLAS Automobilclub International eV , accessed on September 1, 2019.
  11. ↑ The handlebar bearing (with a shiny hexagon nut) can be seen on the rear cross member on the left above the end of the muffler.
  12. ↑ www.deutsche-werke.de Fig. 3 and 6 to 65.