Gutbrod Superior 600 - World Of Classic Cars - Rank 143

Gutbrod Superior 600 1951

During the thirties, Wilhelm Gutbrod had built his Standard-Superior, designed by well-known designer Josef Ganz to incorporate an advanced central tube frame. His sons, Walter and Wolfgang, took over after the war and obtained permission to build a small transport vehicle along the same lines, as the building of cars was forbidden. The rear-mounted 500-cubic centimeter motor was soon replaced by an advanced 600-cubic centimeter two-cylinder designed by two-stroke expert Adolf Schnürle.

Gutbrod Superior 600 1951

A quality small car was planned, to be aimed at a somewhat more upscale market of professional people. The car’s motor would be the same as used in the transporter, but it was turned and mounted at the front, with the radiator located behind. Care was devoted to the design of the coupe body, to the extent of building a wooden model. The fender pressings were interchangeable from the left front to right rear, as were the hood and trunk lids. The car was practical, well finished, and in good taste. Unfortunately, development of several ensuing models, including sports cars and sedans, left the company financially strapped. The car offered here is a Luxus model, which features a higher level of trim, including a white steering wheel and clock. Produced for only one year, this is an excellent example of the rare and stylish coupe.

SMZ S-3A - World Of Classic Cars - Rank 142

SMZ S-3A 1970

The handicapped veterans of the “Great Patriotic War” only received their first motorized transportation seven years after the victory. The SMZ motorcycle works produced an open three-wheeler powered by a 123-cubic centimeter, four horsepower engine, which was later increased to 349 cubic centimeters. A three-wheeler offered the most resistance in snow or mud, having to carve three tracks, and it was not the ideal solution for a veteran’s car.

In 1958, the four-wheeled S-3A model appeared; it was a robust, steel-bodied small car with a convertible roof, two headlamps, and a top speed of 25 mph. The tires were usually of the knobbly tread variety, and the cars could be configured to suit different disabilities.

SMZ S-3A 1970

Distribution was through Russia’s social welfare system in terms of a five-year lease. Being free or at very low cost, they were technically not for sale to non-disabled drivers, but they were subject to a certain amount of cynical rule-bending. Some “motor-wheelchairs” were not returned after the five years, and the owners managed to get them registered as their private property. As a result, they are now rare and have achieved collectible status. In 1970, the S-3A was replaced by the more modern-looking S-3D.

Glas Isard T-700 - World Of Classic Cars - Rank 141

Glas Isard T-700 1960

The Glas Isar is a small two door four seater car produced by Hans Glas GmbH at their Dingolfing plant. The car was first presented as the Goggomobil T600 in September 1957 at the Frankfurt Motor Show, with volume production starting in August 1958.
Initially Glas described it simply as a “big Goggomobil”, but in Autumn 1959 it was rebranded as the Glas Isar. At the same time a kombi (estate car) version joined the range. A minor facelift occurred in August 1960 and the Isar continued in production till the end of Summer 1965.

Origins

Glas Isard T-700 1960

The car that appeared at the 1957 Frankfurt Motor Show was a prototype which in the event differed significantly from the car that entered production the next year, in that it used front wheel drive. In most other respects, notably regarding the two cylinder boxer engine and the overall shape of the car, only minor stylistic changes differentiated the cars that went into production in 1958 from the 1957 prototypes.

Glas Isard T-700 1960

The front wheel drive prototype was unstable, however, because of the way the engine was set far ahead of the front axle, and high above the front-wheel drive power train, in what was a relatively light weight car. Setting the engine further back in relation to the front wheels would have involved a level of re-engineering for which neither time nor money were available. The decision was therefore taken to switch to a rear wheel drive configuration. The late decision led to issues with the gear box, however, which could not be redesigned at this stage and was simply switched round to allow for the fact that the drive shaft pointed in the opposite direction to that previously envisaged. For the driver, this gave rise to a back to front gear change, with first and third speed gear level positions nearer the driver and second and fourth positions facing the front of the car.

Glas Isard T-700 1960

The late switch to rear wheel drive threatened to reduce luggage space while freeing up space under the bonnet/hood above the low profile boxer engines, and the manufacturer took the opportunity to reposition the spare wheel to a location under the bonnet/hoot in a cradle above the engine.

Goggomobil T 600

Series production of the Goggomobil T600 began on 12 June 1958. The new two door four seater incorporated several then fashionable transatlantic styling features including an eye-catching wrap-around windscreen, small tailfins and a two-tone paint finish. The tail lights followed the approximate silhouette of a small key and were said to resemble those on the stylish Opel Kapitän.

Glas Isard T-700 1960

Still at this time considered advanced was the car’s monocoque steel bodied construction (without a separate chassis), the rigidity of which was enhanced in 1959 through the addition of reinforcing box section lengths on each side of the floor section. The front wheels were independently sprung and the rear suspension followed the usual pattern of the time, combining a rigid rear axle with leaf springing.
The 584 cc boxer motor developed a maximum power output of 15 kW (20 PS) at 5,000 rpm, which provided for a top speed of 98 km/h (61 mph). The car weighed only about 650 kg (1,433 lb) and was reportedly able to reach an indicated 100 km/h (62 mph) in 61 seconds.

Glas Isard T-700 1960

Unusually in an economy car of the period, the T600 incorporated a 12 volt electrical system at a time when the contemporary Volkswagens and German Fords would still come with a 6 volt systems for another ten years.

Goggomobil T 700

By the time volume production commenced in August 1958, the T600 had been joined by the more powerful T700. In this car the 688 cc boxer motor developed a maximum power output of 22 kW (30 PS) at 4,900 rpm, which provided for a top speed of 110 km/h (69 mph) and reduced by a third the acceleration time to 100 kmh (62 mph).

Name change and range expansion

Glas Isard T-700 1960

In order to distance the model from the smaller and more minimalist Goggomobil, and possibly also to try and distract from reliability and structural problems that afflicted early cars, November 1959 saw a name change. The “Goggomobil T600” became the “Glas Isar T600” and the “Goggomobil T700” became the “Glas Isar T700”. In the manufacturer’s Lower Bavarian homeland the River Isar is the principal river and would have enjoyed a warm resonance with customers, though subsequently, as the company began to implement an export strategy, it was found that customers in some non-German speaking countries thought the name “Isar” sounded “funny” and cars exported to these markets were branded as the “Glas Isard” which presumably sounded less “funny”.

Glas Isard T-700 1960

The name change was accompanied by the appearance of a 3-door station wagon variant which was branded as the "Glas Isar K600" or "Glas Isar K700 according to engine size.

Teething troubles

Early “big Goggomobils” suffered from serious reliability issues, suggesting an excessively rushed development schedule. The aluminium castings that formed the motor housings deformed at high operating temperatures leading to a doubling of the fuel consumption. Even more alarmingly, until the manufacturer inserted extra strengthening sections under the floor, the body flexed on bumpy roads so much that small cracks appeared and, in extreme cases, the panoramic windscreen popped out of its frame.

Glas Isard T-700 1960

Teething troubles on the early T600 and T700 models burdened the manufacturer with high warranty costs and severely damaged the reputation of Glas cars in the market place.

Facelift

The only significant facelift was revealed in August 1960. The cars grew an extra 25 mm (1 inch) in length, apparently to accommodate the slightly more prominent rear lights. The option of chrome plated bumpers was added in order to comply with new construction regulations in the USA. The rear lights were still vertically mounted on the corners of the car underneath little tail fins, but they now became larger and took on a rectangular shape, simpler than hitherto. The rear bumper was reshaped to accommodate the larger lights and the handle for the boot/ trunk lid was repositioned, along with the light that illuminated the rear license plate. The rear roof was reshaped to allow for a much larger rear window which followed contemporary styling trends and expanded the view out.

Glas Isard T-700 1960

Buyers of the smaller engined Isar T600 saw the claimed maximum power output reduced from to 15 kW (20 PS) to, 14 kW (19 PS). Curiously the claimed maximum speed of the T600 nevertheless increased to 105 km/h (65 mph). In September 1959 the design of the carburetor had been changed and the supplier switched from Bing to Solex. In 1960, possibly reflecting the increasing minimum octane levels of available fuels, the compression ratio was raised slightly, and the reduction in claimed power also coincided with one of the two changes to the lower gear ratios implemented during the car’s life.

There was no significant facelift between 1960 and 1965, but towards the end of the production run the car acquired a black synthetic leather covering on the dashboard. In the final cars the Isar’s original seats and steering wheel were replaced by those from the newer and slightly larger Glas 1004.

Glas Isard T-700 1960

Commercial

Between 1958 and 1965 Glas produced 73,311 Isar saloons and, between 1959 and 1965 a further 14,274 Isar kombis. 57% of the saloons and 88% of the kombis were delivered with the larger 688 cc engine.

Between 1960 and 1965 the Isar was also built (badged as the Isard) at the company's plant in Argentina where it is remembered as one of the most popular cars of the 1960s.

Lloyd LP 400 - World Of Classic Cars - Rank 140

Lloyd LP 400 1954

The LP 300 was the right car at the right time, but its development was never far from Borgward’s active mind, and his interest could on occasion be interpreted as “meddling” by the engineering department. The motor was increased in size for more power, and the noise issues, like the howling fan, were addressed.

The basic design was considered to be sound, with the heavy central-tube frame with outriggers and steel floor being well up to the job. The wooden body frame was covered in sheet plywood, with compound curved sections made from steel, and the whole being covered in thin felt and then tightly-stretched leathercloth. This construction was carried over for the first few months of the 400, but the doors and fenders were soon made completely in steel by Karmann, the panels being nailed onto the frame. The second series received a steel hood as well.

Lloyd LP 400 1954

The appearance of the 400 differed little from the 300. The Lloyd triangle was now in the grille, the parking lamps were now below the headlamps, and an “L” shaped hood ornament, dubbed “the meathook,” was now front and center; production would carry on until the end of 1957. This nicely restored example has been refinished in green with a Forest Green leathercloth top. Contrast is offered by the light wheels and the lively orange, black, and grey plaid interior.

Vespa 400 - World Of Classic Cars - Rank 139

Vespa 400 1957

The Vespa 400 is a rear-engined microcar, produced by ACMA (Ateliers de construction de motocycles et d'automobiles) in Fourchambault, France, from 1957 to 1961 to the designs of the Italian Piaggio company. Two different versions were sold, "Lusso" and "Turismo".
The car made its public debut on 26 September 1957 at a press presentation staged in Monaco. The ACMA directors ensured a good attendance from members of the press by also inviting three celebrity racing divers to the Vespa 400 launch.

Vespa 400 1957

The 400 was a two seater with room behind the seats to accommodate luggage or two small children on an optional cushion. The front seats were simple tubular metal frames with cloth upholstery on elastic "springs" and between the seats were the handbrake, starter and choke. The gear change was centrally floor mounted. The rear hinged doors were coated on the inside with only a thin plastic lining attached to the metal door panel skin allowing valuable extra internal space. On the early cars the main door windows did not open which attracted criticism, but increased the usable width for the driver and passenger. Instrumentation was very basic with only a speedometer and warning lights for low fuel, main beam, dynamo charging and indicators. The cabriolet fabric roof could be rolled back from the windscreen header rail to the top of the rear engine cover leaving conventional metal sides above the doors. The 12 volt battery was located at the front of the car, behind the dummy front grill, on a shelf that could be slid out. The spare wheel was stowed in a well under the passenger seat.

Vespa 400 1957

The high profile launch paid off, with 12,130 cars produced in 1958. That turned out to be the high point, however, and output fell to 8,717 in 1959 despite a price reduction for the entry level 2-seater "normal" coupé from 345,000 francs to 319,500 francs between October 1957 and October 1958. Commentators suggested that the chic image created at the time of the launch was not always matched by the car itself, with its awkward gear change, poor sound-proofing and, especially before a modification to the carburetor specification, high fuel consumption. The car's origins, developed by a leading producer of motor scooters, was reflected in the installation, in the Vespa 400, of a two stroke (motorbike style) engine which required oil to be added to the petrol/gasoline whenever the car was refueled. During the summer of 1958 the cars were fitted with a semi-automatic device for adding oil to the fuel, but a fully automatic fuel mixing device was not included until two years later.

Vespa 400 1957

The British Motor magazine tested a 400 de luxe saloon in 1959 recording a top speed of 51.8 mph (83.4 km/h) and acceleration from 0-40 mph (64 km/h) in 23.0 seconds and a fuel consumption of 55.3 miles per imperial gallon (5.11 L/100 km; 46.0 mpg-US). The test car cost 351,725 "old" French Francs, usefully cheaper than the 374,000 "old" French Francs domestic market starting price quoted towards the end of 1958 for the cheapest version of the larger but (even) less powerful Citroen 2CV.

Engine
Two cylinder, two stroke, air cooled. Bore, stroke: 63 mm x 63 mm (393 cc). Motor cyclists at the time were used to mixing oil into their fuel, but the manufacturer belatedly realised that this might compromise the 400's standing as a "car", and from the summer of 1958 "two stroke oil" was held in separate reservoir with a semi-automatic dispenser on the right side of the engine bay.

Vespa 400 1957

Compression ratio
6.4:1 with 12 hp, later increased respectively to 6.6:1 and 14 hp.
Suspension
Four wheel independent. Four double acting hydraulic shock absorbers with coil springs. Front anti-roll bar.
Manual transmission
3 speed plus reverse, with 2nd & 3rd synchromesh. 4 speed available in non-U.S. markets.
Brakes
Hydraulically operated drums of 6.75 in (171 mm) diameter.
Performance
With only 18 hp (13 kW), top speed is 50 to 55 mph (80 to 90 km/h), depending on road grade, wind conditions, etc. Achieving top speed takes a leisurely 25 seconds. Fuel economy is about 5L/100KM.

Goggomobil TL-400 Transporter "PEZ" 1958 - World Of Classic Cars -

Goggomobil TL-400 Transporter "PEZ" 1958

The evolution of the Goggomobil Transporter van has developed from its origins as a utility van to a coveted collectible. The Deutsche Bundespost, the German postal service, was looking for a new transport vehicle to replace the three-wheel Tempo trucks they had been using. Hans Glas GmbH, maker of Goggo scooters and Goggomobil cars, created a small, economical van by replacing the sedan bodies their four-passenger, 250-cubic centimeter two-stroke cars. Suspension was independent on all wheels, using coil springs and swing axles. A larger 398-cubic centimeter engine was later introduced, a welcome feature in a cargo vehicle. 

Designed to postal specifications, the Transporter van also found favor with tradesmen and businesspeople, who purchased nearly half of the 3,665 units produced from 1957 to 1965. The vehicles were cute, and a business logo on the side was sure to be noticed. That is certainly the case with this 398-cubic centimeter PEZ TL-400.

Goggomobil TL-400 Transporter "PEZ" 1958

Originated in Austria, PEZ is a peppermint candy that is pressed in brick-shaped tablets. It was invented in Vienna by candy maker Eduard Haas III in1927, using family-owned baking powders. The packaging was distinctive from the beginning. Haas sold the mints in small tins, but he soon developed the convenient dispensers for which PEZ is known today. The first dispensers resembled a cigarette lighter, and in fact, the PEZ mints were sold as an antidote to smoking, or as a palliative for smoker’s breath. The name derives from the first, middle, and last letters of pfefferminz, the German word for peppermint.

After World War II, during which sales lagged, promotion was intensified. Eduard Hass introduced PEZ in the United States in 1952. In 1955, the company put attractive heads of toy characters on the dispensers and marketed the candies to children. Among the first were Mickey Mouse and Santa Claus. Over the years, more than 25 flavors of PEZ have been offered, including three sugar-free recipes and five kosher types. 

Goggomobil TL-400 Transporter "PEZ" 1958

In 1987, small feet were added to the base of PEZ dispensers to enable them to stand upright. Since 1950, more than 1,500 types of dispensers have been released. Not surprisingly, they have become collectible. There are more than 550 unique types, many appearing in several variations. The company’s general rule has been that heads should not resemble any real person, although a set of Bicentennial dispensers carried generic faces in the historical garb of Betsy Ross, Daniel Boone, and Paul Revere. There are NASCAR dispensers, Star Trek dispensers, Wizard of Oz dispensers, and a myriad of others. PEZ collectors have gathered annually since the first convention was held in Mentor, Ohio in June 1951. The best-selling dispenser of all time remains the Santa Claus edition.

Given its Austro-Germanic origins, it is fully appropriate that the PEZ logo appears on a Goggomobil Transporter van. This fully restored TL-400 example features the Mickey Mouse dispenser and has the company name spelled out in PEZ bricks in the format of the company logo. Dark blue with a white top, it has grey upholstery and handsome varnished wood slats on the floor. Detailed in excellent fashion, it has the characteristic translucent blue windshield visor, 10-inch whitewall tires, and chrome bumpers. Given its rarity in the world of vans, this could be the perfect vehicle in which to attend the next PEZ collectors’ convention.

Kover - World Of Classic Cars - Rank 138

Kover 1951

During the late-forties there existed an eager market in France for a small car in the 200,000 franc range. There were several makes in this sector, but there was still room to challenge it with a three-pronged attack.

The S.I.L. was perhaps inspired by an idea that was discussed in the automotive press, which required buying a chassis and an inexpensive body and upgrading the body in stages as the means became available. They first offered the Atlas in 1949, which was an attractive, fully equipped little roadster with “luxury” touches, such as a pair of doors, a folding windshield, an ornate cast-aluminum grille, and trim around the built-in headlamps. The price was 245,000 francs.

Kover 1951

The middle position of the trio was occupied by the Kover, which was introduced in 1950. On the same chassis as the Atlas, an equally attractive roadster body was mounted, with long sweeping fenders and a pert, rounded tail, on which was mounted a spare wheel in the sporting idiom of the day. This stylish body could be built at a slightly lower price, 215,000 francs, due to its lack of doors, grille, and built-in headlamps, and a fixed windshield.

The third car in the trio was the bare-bones Bimobile Piaf (Sparrow) introduced in 1951. It had the simplest of flat sheet-metal bodywork, with open sides very much like the Voisin Biscooter, and it sold for 200,000 francs.

Kover 1951

The chassis used on all three models was quite sophisticated for such small vehicles, being of a tube steel ladder type, with double A-arms and coil springs at the front and triangular trailing arms at the rear. Different-sized motors from A.M.C. were available, including 125 cubic centimeters, 150 cubic centimeters, and 175 cubic centimeters. The motor drove the left rear wheel via a cardan shaft to a separate reduction gearbox, which included a cable-operated reverse gear. The motor was started with a pull-lever centrally located on the floor. Chassis were factory-coded CA, CK, and CP with the motor size, according to the type

F.G.L. - World Of Classic Cars - Rank 137

F.G.L. 1959

One of the large number of vehicles named for the initials of its creator, this delightful little roadster was the work of one Francisco Gomez Lopez, of Almoradi (Alicante), Spain. With a diploma in mechanical and electrical engineering, he ran a small service and repair shop.

Construction began in February 1958, with the creation of a tubular frame, onto which were fitted a number of components from other readily available makes, such as Peugeot and Ford. A year later, a motor from the firm IRESA (Industrias Reunidas Espanolas SA) was fitted. The beautifully proportioned roadster body was fabricated in Alicante during this time.

F.G.L. 1959

Permits and paperwork for licensing the car took two years to acquire, but the car was finally legal on February 14, 1961. It remained in the family for the next 15 years. By 1977, it was being used by the nephew and was sold to D. Francisco Espanoza Mora, a used car dealer in town.

King Midget - World Of Classic Cars - Rank 136

King Midget Series I 1949

King Midget was a micro car produced between 1946 and 1970 by the Midget Motors Corporation. Although the company started out by offering a kit to build the car, they soon added completely-assembled cars and later only offered completed cars. Company founders Claud Dry and Dale Orcutt first sold the King Midget as part of their Midget Motors Supply operations in Athens, Ohio. By 1948, they began to use the name Midget Motors Manufacturing Co., too. In about 1956, Dry and Orcutt changed the name of their company to Midget Motors Corporation.

King Midget Series II 1956

Midget Motors' primary methods of advertising their cars were through small advertisements in popular magazines that appealed to home mechanics. The ads were tiny but effective; they showed a midget car and some earlier ads contained the phrase "500 lb. car for $500.00" The ads brought in a steady stream of interested customers. Some of the magazines featured articles about the car and several pictured the car on their front cover. This method of direct selling continued for most of the life of the company.
The first generation King Midget was a single-passenger kit designed to resemble a midget racer. The kit included the chassis, axles, steering assembly, springs, instruction manual, plus dimensioned patterns for the sheet metal, all for a cost of US$270.00. It would accept any one-cylinder engine. By 1947, the Model 1 was also available in assembled form, powered by a 6 hp (4.5 kW) Wisconsin engine. Since adding a differential would have increased the cost, the car was driven by the right rear wheel only. It used a centrifugal clutch designed by Orcutt. The pair began to develop a two-passenger micro car in 1947. In total, nine separate prototypes were built until the designers met their goals of simplicity, lightness, and economy. The result was the Model 2.

King Midget Series III 1965

When it first appeared on the cover of Popular Science magazine in 1951, the Model 2 was a two-passenger convertible offered either fully assembled or as a kit, powered by a 23 cu in (0.4 L) 7.5 hp (5.6 kW) sidevalve Wisconsin AENL engine. With a 72 in (1,800 mm) wheelbase (8 in (200 mm) less than a Crosley 4CC), it measured only 102 in (260 cm) overall. The Model 2 was still a very basic car; it had no speedometer or reverse, but it was light, strong, and available for just $500. In 1955, a custom model of the Model 2 was introduced. It lasted through 1957, with the price remaining under $550. By contrast, a four-passenger 1952 Crosley CD sedan could be had, fully assembled, for US$943, and a wagon as low as US$1002. Soon after the Model 2 was in production, the company began to offer the option of a two-speed automatic transmission that included a reverse. This transmission, developed and patented by Orcutt and Dry, was soon to be included as standard equipment and was used on all subsequent models.

King Midget Series I 1949

In the 1950s, Midget Motors developed the Junior and Trainer. Both designs were tube-framed motorized four-wheelers that were forerunners of the go-karts and all-terrain vehicles that were to become popular later. The Junior was powered by a 2.5 hp (1.9 kW) Briggs & Stratton engine, while the Trainer used a 3 hp (2.2 kW) Briggs and Stratton. Both had an automatic clutch with a geared, reverse transmission in the drive train. They were discontinued in the early 1960s.
In 1957, the Model 3 was introduced. On a new, 76.5 in (1,940 mm) wheelbase, and now measuring 117 in (300 cm) overall, it was still smaller than a Crosley. It now had four-wheel hydraulic brakes and was powered by a 9.2 hp (6.9 kW) Wisconsin single cylinder engine. The unit-body, which was welded for increased strength, was continued throughout to the end of production. The 1958 price approached US$900. (The much bigger Rambler American started at US$1775.) In 1966 more power was added when the company switched to a 12 hp {8.9 kW} Kohler engine, and also converted the car to a 12-volt electrical system. Midget production lasted through the 1960s, and eventually almost 5,000 were built.

King Midget Series II 1956

Although the founders had strictly maintained their independence, by the nineteen-sixties they were approaching retirement age. So in 1966 they accepted a buy-out offer from a group backed by investment bankers and the owners retired, but remained as consultants. Over the years they had remained profitable by carefully matching their production to sales. They had produced a unique car of their own design and constantly introduced improvements and refined their design. But the new owners had a different vision; they vastly increased production but the anticipated increased sales did not follow. By 1969, the company was forced into bankruptcy. Production manager Vernon Eads bought the remains of Midget Motors under the name Barthman Corporation. He drew up plans for a new model, the Commuter, a one-piece fiberglass car that resembled a dune buggy, but a fire at his newly built Florida plant destroyed the only body mold. The 1970 run comprised only 15 cars, including the only three Commuters ever built. The costs of rebuilding after the fire, combined with new safety and emissions standards, were more than Eads could bear, and he closed the company in 1970.

King Midget Series III 1965

Today, much more information about the King Midget is made available by members of the King Midget Car Club, which offers books on the history of the cars, an annual gathering of fans and owners, and information about spare parts, repairs, vendors, and restoration. As the years have passed, an increased appreciation has developed about the qualities of the King Midget's efficient use of materials, fuel economy, ruggedness, and ease of repair.

Mochet Type K - World Of Classic Cars - Rank 135

Mochet Type K 1948

Georges Mochet had done very well during the Occupation. He had supplied the ideal vehicle for a population unable to obtain gasoline for five years. The pedal-powered Velocar fulfilled a need for basic transportation, and it provided a certain amount of dignity. A blind person could feel useful pedaling in the passenger seat while his wife steered. Six thousand were eventually sold, providing the funding for an expansion into the world of small cars after the war.

The first tentative step was the fitting of a motor onto the tail of a Velocar, this becoming the Type H. While this fitted into Mochet’s philosophy of minimalism, he now had to compete in a post-war sea of microcars. The plywood body fell short in comparison, so it was time for the first Mochet car.

Mochet Type K 1949

The Type K was made entirely of steel, and for the first time, it lacked a set of pedals. The motor was a Zurcher, same as in the Type H, but it was upgraded to a 125-cubic centimeter version with a separate gearbox. The chassis was still similar, with unsuspended front wheels and contracting band brakes on the rear. The body followed Mochet’s philosophy of minimalism, this also pertaining to construction methods. All panels were flat sheet metal, easily folded and flanged in a brake-press in a combination of triangular shapes and sharp corners, which gave the body strength but fell somewhat short in aesthetics. The windshield was very characteristic of the type, with its heavy tube frame bolstered by a reverse-angle splash shield forming a triangular shape in profile. There was a single “Cyclops” headlamp. As with previous models, a basic vehicle could be purchased at low cost and accessorized later with such items as a top and side-screens.

Mochet Type K 1949

The Model K was produced from 1947 to 1949, and toward the end, it received a radical makeover in appearance, with a new body comprised of smooth, curving shapes. The compound-curved nose had a separate flat axle-cover in front. Front fenders were thin and short, in the traditional “S” curve. All sheet metal was smooth, with no detail pressings or features

Subaru 360 - World Of Classic Cars - Rank 134

Subaru 360 1970

The Subaru 360 was the first automobile mass-produced by Fuji Heavy Industries' Subaru division. A number of innovative features were used to design a very small and inexpensive car to address government plans to produce a small "people's car" with an engine no larger than 360 cc when most in Japan could not afford a car. The body size and the engine capacity were designed to match within Japan's kei car regulation. Nicknamed the "ladybug" in Japan, it was one of Japan's most popular cars, and among the smallest cars in the world to attract a significant following. It was a significant step up from microcars such as the Iso Rivolta Isetta as the first kei car that had four wheels and room for 4 passengers. 392,000 units were produced in Japan from March 3, 1958 to 1971. Production ended for the 360 and was replaced by the Subaru R-2.

Subaru 360 1970

The car's name was derived from the size of the 356 cc engine. In 1961 the 360 saw a competitor called the Mitsubishi 360, the Daihatsu Fellow in 1966, and the Suzuki Fronte in 1967.

Design

The 360 was named for the size of its very small air-cooled, 2-stroke inline 2-cylinder 356 cc engine mounted transversely at the rear. By contrast, most conventional automobiles at the time used water-cooled four-stroke engines with 4 or more cylinders mounted in the front.
Two-stroke engines are lighter, simpler, easier to cold start, and produce more power for less weight because they produce power every two piston strokes, rather than every four. As with the two-stroke Saab 93s and other small two-stroke gas engines, oil was needed to be pre-mixed with gas, with the fuel tank lid serving as a measuring cup. In 1964, the "Subarumatic" lubrication system did this mixing from an under-hood reservoir.

Subaru 360 1970

While this was one of the more notable cars which adopted an arrangement similar to the Volkswagen Beetle, the car is much smaller, less powerful, and was not nearly as well accepted in the world marketplace. The body was of monocoque construction, where the body serves as the frame, and used a lightweight fiberglass roof panel. Since the post war period, more automobiles would switch until unibody construction is now the norm for passenger cars and even many light trucks. Many of the ideas came from engineers from the former Nakajima Aircraft Company, which became Fuji Heavy Industries. The "suicide doors" are hinged at the rear, which Consumer Reports remarked could and did result in a partially locked door falling back in the wind in their testing.

Performance

Subaru 360 Custom 1967

Equipped with a 3-speed manual transmission, it had a top speed of 60 miles per hour. It weighed under 1000 pounds, which exempted it from normal US safety rules. Fuel economy claims were as high as 66 mpg, but in Consumer Reports tests, acceleration was modest, with a 0-60 time of about 37 seconds, and they reported to expect 25–35 miles per gallon. When introduced in 1958, the 360's engine turned out 16 hp (12 kW). By the end of production, power had increased to 25 hp (19 kW) with a 36 hp (27 kW) twin-carbureted engine as an option.

Variants

Subaru 360 Custom 1967

Several variants were produced, including a station wagon (called the Custom), a convertible, and two sport models known as the Young S, which had a slightly upgraded engine and transmission (4 gears instead of 3), bucket seats and a tachometer along with a black, white striped roof with a dent along the middle to put one's surfboard. The Young SS, which had the EK32, dual Mikuni Solex carburetors and chrome bores, produced 36 hp (27 kW). From 1961 onwards, a flat-nosed truck and van called the Sambar were also produced using the 360's engine, with arrangements similar to the Volkswagen Transporter in a smaller size. Many small businesses became very successful thanks to the pickup's small size for tight streets, quickness, ease to drive and great fuel economy. In the United States, the engine's displacement was increased to 423 cc using the Subaru EK51 series engine between 1960 and 1966. It was known as the Subaru 450, and was also given the name Subaru Maia in the domestic Japanese market. The Maia variant was the sole sedan model imported into Australia (approx. 35) in 1961 - along with approx. 38 Sambar vans and trucks.

Export

Subaru 360 Sambar Pickup 1970

A used car dealer in Ballarat, Victoria (Frank O'Brien) brought approximately 73 Subaru 360 vehicles into Australia in 1961. This was a mix of Maia sedans and Sambar vans and trucks. Unfortunately they suffered from overheating problems and although a solution was eventually found, it came too late, as the associated losses were too great for the dealership to cope with and further importations ceased.
Approximately 10,000 were exported to the US, with an original price of $1,297. The 360 was exported to the United States by Malcolm Bricklin before he later manufactured his own cars. The Subaru 360 received notoriety in 1969, when Consumer Reports magazine branded the automobile "Not Acceptable" because of safety concerns and lack of power. Because the car weighed under 1000 pounds, it was exempt from normal safety standards, but it was reported that it fared badly in a test crash against a large American car with the bumper ending up in the passenger compartment of the Subaru.

Subaru 360 Police Car 1970

Sales soon collapsed, as there were various rumors of Subaru 360s being tossed overboard or being shredded to pieces. It was also reported that many 360s sat on dealers' lots for two or three years without ever being purchased. Despite this, Subaru gained popularity in the United States with its later models, and remains profitable there today.

The Subaru 360 was replaced by the less popular but more advanced R-2 which was quickly superseded by the long-lived Subaru Rex model.

Legacy

Subaru 360 Police Car 1970

n the 2000s, the 360 remains a popular subject for collectors, and model cars among other mini-cars such as the 2CV and Morris Mini. Although it was primarily popular in Japan, it was not entirely forgotten even in markets such as the US. It was one of the smallest cars to attract a significant following from the 1960s to early 1970s, though it was never significant in North America, and also appears in Japanese anime series such as Pokémon and GetBackers, as well as racing video games such as Gran Turismo and Auto Modellista.

Future

Subaru 360 Sambar Pickup 1970

For many years, Subaru searched for ways to capture the car's heritage in a new model. A string of city car concepts in the 1990s were tied to the 360 in various ways. The Subaru Jusmin from the 1991 Tokyo Motor Show was painted in a yellowish color reminiscent of the 360. Later concept cars such as the 1997 Elten and 1999 Elten Custom proposed a modern remake of the 360. However, it was not until the Subaru R1's release in January 2005, that a production Subaru blatantly cited influence from the 360. The R1 concept, known as the R1e, wore a 360 Young S-like yellow paint scheme along with a small front grille

Goggomobil T-250 'Sunroof' 1958 - World Of Classic Cars -

Goggomobil T-250 'Sunroof' 1958

The Goggomobil was named for the young nephew of the company president, Hans Glas, whose nickname was “Goggi.” So Goggi’s Mobil became Goggomobil. The little car was hugely successful because it was a “real” car in miniature, rather than a hybrid scooter mobile. Glas had a keen market sense and was, in hindsight, one of the few microcar manufacturers who would follow the “true path” by giving the public exactly what it wanted. The Goggomobil became the largest selling microcar in Germany, with some 260,000 examples finding buyers. It was known by its swooshing sound and for its reliability.

Goggomobil T-250 'Sunroof' 1958

This example, which was fully and professionally restored, was originally fitted with a number of period accessories, including the rare front grille and exterior sunroof, and it is even more desirable because of its scarce factory sunroof. The engine bay is an extremely sanitary black, and the absolutely pristine interior has been restored with the proper period 1950s diamond-pattern black cloth with cream bolsters, which match the cream steering wheel. The exterior is a factory color called Turkisgrun, which is complemented by a cream top and matched inside on the dash. A number of features found on larger cars emphasize Glas’ desire to have his car be a true miniature, including the aluminum stone guards, chromed bumpers and bumper guards, dual windshield wipers, disc wheels with hubcaps and whitewall tires, suicide doors, an AM radio, floor mats with the winged Goggomobil logo, and sealed beam headlights with trim rings. It is, quite simply, adorable.