The 10 commandments for the Goggomobil pilot

Daniel Reinhard
02/28/2011

The German company Glas produced a "scooter-mobile" on four wheels from 1955 to 1969. At the time, this small car could be driven with a motorcycle license.

Goggomobil

The "10 commandments for motorists" are doubly funny as they are not aimed at sports car drivers with around 200 hp in their necks, but at Goggomobil drivers with a maximum of 20 hp!

Die 10 Gebote für den Goggomobil-Piloten - Postkarte

The first bid is already a curiosity, as friends' vehicles could range from an MG A to a Mercedes 300 SL. By the 5th bid, despite a good power-to-weight ratio (approx. 450 kg), the 20 hp limit becomes very tight! Enjoy the imagination of the Goggomobil representative from the canton of Bern at the time.

Postkarte eines Goggomobil-Händlers

Zwischengas will shortly be devoting a longer article to the scooter with many original documents.

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Three-time Mille Miglia winner Luciano Viaro is dead

Daniel Reinhard
02/27/2011

Luciano Viario not only won the Mille Miglia three times (2005, 2007 and 2008), he was probably the most feared opponent for all rally participants in recent times. Once he was on the start list, there was hardly any way around him. He was the absolute number one, the Roger Federer of the classic car rally scene.

His fascination with driving from A to B to the nearest hundredth of a second never left the Italian, born in 1942, even in the professional field! He began producing mechanical stopwatches and rally computers. His sense of time was so legendary that he repeatedly competed with blind co-drivers and still won. He was very committed to the visually impaired and led them to motorsport with the "M.I.T.E." organization!

Luciano Viaro auf Alfa Romeo 1750 Gran Sport bei der Mille Miglia 2008

Unfortunately, the gifted millisecond artist recently took his own lifein San Dorligo della Valle near Trieste. The photo shows him at the victory ceremony of the Mille Miglia 2008 in Brescia, at the wheel of the Alfa Romeo 1750 Gran Sport, which had already won in 1933.

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Side guidance at the Mitholz-Kandersteg hill climb

Bernhard Brägger
02/26/2011

Stefan Brugger shows here on the DKW F91 what can be done with 3 cylinders in a row, 2 strokes and 896 cm3 displacement at the Mitholz-Kandersteg hill climb.

Brugger auf DKW F91 am Bergrennen Mitholz-Kandersteg

Here the tires are working hard....

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Vacations, leisure and work in America 50 years ago

Bruno von Rotz
02/25/2011

Fifty years ago, the ideas of marketing people were different than they are today. This can be illustrated by car advertising for American vehicles from 1961:

Plymouth Werbung aus der Schweiz

The Plymouth Fury Sport Sedan was obviously aimed at the businessman, while the Plymouth Fury Convertible was aimed at artists or leisure people. Why the two met in the quarry, however, eludes the observer.

General Motors advertised the Chevrolet 61 with the slogan "on vacation in a Chevrolet". But that was not all, "classic, elegant, shorter and narrower - more beautiful than ever". Nothing was left out. The "shorter and narrower" may make you smile because of the expansive dimensions. How the body postures of the woman - on the windshield! - and the man - leaning over the trunk - can be interpreted is not entirely clear to us. But it is certainly amusing.

Chevrolet Werbung

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Sports car ride with well-heeled friends 50 years ago

Bruno von Rotz
02/24/2011

This is what a group picture might have looked like 50 years ago if well-heeled friends had met up for a sporty drive. Hans would have taken part in the Aston Martin DB4, Peter would have roared along in the Lancia Flaminia GT Coupé, Walter would have enjoyed the sun in the open Jaguar E-Type, Hugo would have been spoiled by the 12 cylinders of his Ferrari 250 GT Coupé 2+2 and Paul would have been beguiled by the sonorous trumpeting of the Mercedes 300-SL 6-cylinder. Perhaps one of them would have looked enviously over at the other, but none of them would have driven really badly, because all these cars were part of the luxury sports car class of the time. Walter and Peter would probably have had to offer lunch, as they had to pay considerably less for their cars than the other three.

In fact, the picture is not from a drive by friends, but is part of the Geneva Show coverage with the"AR short tests of expensive sports cars".

But we can still be a little envious today when we imagine the range of vehicles in mint condition that were available to the AR testers.

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The VW Beetle as a substitute for a motorboat

Bruno von Rotz
02/23/2011

We have already repeatedly reported on how strongly the VW Beetle shaped the street scene of the 1960s and that hardly anyone knows anyone who did not own a VW Beetle. And the Beetle was the basis for a whole range of sports cars (e.g. Enzmann), leisure vehicles (e.g. Buggy) and even racing cars (e.g. Formula V).

However, using the Beetle as a replacement for a motorboat to go water skiing seems to have been a special application. Whether it worked is doubtful, but it was a Beetle again and not a Dodge, Mercedes or Renault pulling the friendly woman on the skis.

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How car tests have changed over time

Bruno von Rotz
02/22/2011

With the birth of the car, media coverage of the automobile also developed. Resourceful journalists began to check manufacturers' performance figures and make customer-oriented comparisons. At some point, the vehicle test was invented. These vehicle tests soon became an important magazine or newspaper feature and various publishers almost went into overdrive in terms of the level of detail and measurement accuracy. Tools were developed (e.g. the Peiseler wheel), special trunk measurement methods were devised and test courses were set up to achieve even better comparability. With the development and increasing maturity of the automobile, however, the tests also changed, as the following comparison of an AR test from 1956 (Citroën DS 19) with a contemporary test from the same magazine shows:

The AR testers described the Citroën DS 19 in 1956 in around 6,250 words or 45,000 letters, respectively on 13 A4 pages in 12-point font. They took detailed measurements to determine the weight distribution under different load conditions, to calibrate the on-board instruments, to determine acceleration times and to document the elasticity values in different gears. They measured the continuous climbing ability, the maximum speeds in the individual gears, the maximum speed, the turning circle, the braking deceleration and the fuel consumption in different load and stress scenarios. They explained the technology and handling in detail. Pictures - black and white - were purely illustrative and documentary, not even the vehicles were cleaned before the photos were taken. Maintenance instructions were explained in detail (including lubrication schedule, types of oil to be used, electrode distances to be observed, etc.).

In order to gain this test experience, the testers at the time drove 12,000 km in one vehicle, sometimes even further. With such meticulousness, it is no wonder that only 1 test per issue was possible, sometimes even only per 2-3 issues.

In modern times, things are different, as a tester has to limit himself to 1.5 A4 pages, space for around 900 words or 5,500 letters (including spaces). Measurements have been reduced to values for acceleration, braking distance, test consumption and meter calibration. The available driving distance is a few hundred to a few thousand kilometers. More would not be possible, as a small team has to complete 2-4 tests every week, plus a number of driving reports. The design focuses on the pictures - large, colorful.

In an age in which vehicle operation is largely standardized and vehicle maintenance is professionalized and delegated, readers are of course no longer prepared to work through pages and pages of recommendations for precisely these topics. In modern tests, experiences with navigation and audio systems are of more interest than comparisons of driving dynamics, as vehicles today have become so similar to one another that the differences are often no longer even measurable. Driving performance measurements have also lost much of their appeal, most cars are more than fast enough and the top speed will soon only have academic significance, as traffic situations and regulations hardly allow it to be used. Things were different in the past, so it was important to know whether a car was going 140 or 160 km/h and whether an overtaking maneuver could be completed in 5 or 25 seconds. And lubricating the axles and checking the water, oil and brake fluid levels were also still part of the driver's duties back then.

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50 years ago: The 12 Hours of Sebring 1961

Balz Schreier
02/21/2011

By now, even the last fans of endurance motorsport should have woken up from their winter slumber, because in just over a month's time, the new endurance racing season will open in Sebring, where the world's best-known teams will be showing and proving their revised cars for the first time in the new year: The 12 Hours of Sebring!

The 12 Hours of Sebring, Florida, USA

Today, the 12 Hours of Sebring is one of the most famous and, due to the very bumpy asphalt of the former airport grounds, one of the toughest endurance races of all: teams that also compete in Le Mans in the same year know exactly: if their new car survives 12 Hours of Sebring, then they can look forward to Le Mans with peace of mind...

Sebring 1961

The first race at Sebring took place in 1950, but let's take a look back to 1961: what happened at Sebring exactly 50 years ago?

The vehicles

74 cars were originally registered, 65 of which actually started, 40 finished and 37 of which were classified as valid. Brands such as Ferrari, Porsche, Maserati, Chevrolet and Alfa Romeo dominated the field.

The main battle for overall victory was expected to be between Ferrari and Porsche: the Porsche 718 RS achieved a double victory in 1960 (with Hans Herrmann in the winning car) while Ferrari finished in third place with the 250 TR (Testa Rossa, "Red Head").

In 1961, Ferrari competed with 3 years of TRs (TR/59, TRI/60 and TRI/61) and achieved a perfect revenge by pushing Porsche to 4th place and taking 1st to 3rd place. Hans Herrmann, again competing in a Porsche 718 RS, had to retire early from the duels due to an engine failure.

Winning car with starting number 14: Ferrari 250 TRI/61 (Photographer: Dave Nicholas)

Other interesting vehicles in the starting field were

Maserati Tipo 63 with Stirling Moss (see picture below)
Chevrolet Corvette C1
Alfa Romeo Giulietta Spider Zagato
Elva Courier (see Zwischengas report "The history of the Elva Courier")
Lola Mk.1 by Charles Vögele (details below)
Osca S750
Austin Healey Sebring Sprite
... and other models (see list at the end of this report)

Left: Stirling Moss in Maserati Tipo 63 Chassis #63006
Right: Porsche 718 RS 61 (Chassis #066) and Ferrari 246 S Dino (Chassis #0784S)
(Photographer: Dave Nicholas)

Charles Vögele in Sebring

1960

Before we take a look at 1961, let's briefly recount this little anecdote: in 1960, Swiss entrepreneur and racing driver Charles Vögele (CH) and co-driver Peter Ashdown (GB) entered the 12-hour classic Sebring and won the class! As Charles Vögele explained in an interview (see AR No. 10 from 1961, page 11), the journey there was not entirely straightforward and his team almost missed the mandatory appearance on site:

"... But even in Sebring everything seemed to have conspired against me at first. First of all, our air cab, which was supposed to take us from Miami to Sebring, couldn't find the intended landing site, and our pilot flew a whole 1.5 hours over the target until we were found by radio and ordered back to Miami, but our fuel supply was already so low that a return flight was out of the question. We only just made it to Sebring with the very last drop. I was not a minute too late to complete the obligatory night training, otherwise I would not have been allowed to start at all."

But the effort was obviously worth it! Charles Vögele took the class win together with Peter Ashdown (GB) in a Lola Mk.1 BR6:

Lola Mk.1 BR6 1960 by Charles Vögele with starting number 58:
Class victory at the 12 Hours of Sebring 1960 (Photographer: Dave Nicholas)

They crossed the finish line 29 laps after the overall winner! The Automobil-Revue met the Swiss racing legend at Kloten Airport, where his faithful mechanic Robert Schittli proudly showed off the trophy:

1961

Charles Vögele no longer seemed to be so lucky in 1961. In the results table of the 1961 12 Hours of Sebring, it only says that he should have competed with his Lola Mk.1 Climax BR7 and is mentioned in the "did not arrive" category. If you, dear Zwischengas reader, know what exactly the reasons were and what exactly happened here, we would be very pleased to receive your report, which you can send via the contact form.

More articles about Charles Vögele in the Zwischengas archive:

"Introducing the four 1962 Swiss champions" (AR-Zeitung No. 52 / 1962 from Dec. 6, 1962 - page 11)
Charles Vögele sets a new record time with his Lotus Monte Carlo at the 13th Mitholz-Kandersteg hill climb
(AR-Zeitung No. 22 / 1962 from May 10, 1962 - page 9)
"This is what they look like: Portraits of internationally renowned Swiss drivers"
(AR-Zeitung No. 53 / 1961 from Dec. 14, 1961 - page 9)
Browse through the archive yourself by searching for Charles Vögele in Sebring

Original scan of the start list 1961

12 Hours of Sebring 2011 'live'

If you're not in Florida in March, you can still make a note of the date:
Saturday, March 19, 2011, live on TV from approx. 15:00 CET (ESPN3, ABC, possibly on MotorsTV).

The new cars from Audi (R18) and Peugeot (908) will meet for the first time. The successor to the famous Ferrari F430 GT will also be seen for the first time: the Ferrari F458 GT2!

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How the Opel GT became the GT/J in 1971

Bruno von Rotz
02/20/2011

With its elegant and sporty shape, reminiscent of the Corvette, the Opel GT attracted many potential buyers. However, with a purchase price of 15,450 francs, the victim of desire had become relatively expensive by 1971; for the same money you could buy two normal Beetles and even a Ford Capri with a six-cylinder engine or a Triumph GT 6 were cheaper. So Opel reconsidered the "Junior" label and stripped down the sports car in places where it didn't hurt. The GT 1100 had taught them that you shouldn't cut back on performance.

Opel GT/J von 1971

In fact, the cutbacks were minimal: they were primarily made to the body and interior, carpets were replaced by rubber mats, the seats were covered with smooth instead of perforated imitation leather (!), storage compartments in the doors and cigarette lighter were missing and the timer and oil pressure gauge were also omitted. On the outside, chrome was saved and the GT/J model was only available in four bright signal colors, which contrasted well with the double stripes on the flanks.

Das Interieur und Armaturenbrett des Opel GT/J von 1971 - aufgenommen am Autosalon in Genf 1971

The result was a price of 12,900 francs, i.e. 2,550 francs (or around one sixth) less than the GT model that was still on offer. Whether this lower price could really be justified by the simplifications (including a simple horn instead of a two-tone horn and a foot-operated windshield wiper system) at the time is open to question. Even then, marketing (and pricing) was important. Good for the customers, who could buy a vehicle of almost the same quality for considerably less.

Driving performance remained at a high level, which meant 11.3 seconds for the 0 to 100 km/h sprint and a genuine 190.5 km/h top speed .
AR devoted a short test to the rejuvenated GT in issue 50/1971 . Their conclusion shows the satisfaction of the testers: "In its low-priced GT/J version, the first Opel of the "new generation" is particularly appealing to younger drivers. It is a real sports car with an exclusive line, excellent performance and safe driving characteristics, but without tearing too big a hole in the wallet due to high purchase and maintenance costs."

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The history of the Gaisbergrennen from 1929 to 1969 - records, heroes, mishaps

Bruno von Rotz
02/19/2011

The Gaisberg Race is one of the most famous racing events in German-speaking Europe and looks back on a long history . As early as 1929, Mercedes and Bugattis roared up the newly constructed 11.9 km road to the Gaisberg and climbed the 800 meters of altitude on the occasion of the First International Gaisberg Race. This event was held annually until 1933, when the chaos of war and other priorities forced a break. It was not until 1952 that the race was resumed nationally, and in 1957 internationally . Between 1957 and 1969 , the Gaisberg race was part of the European Mountain Championships.

The Gaisberg race was characterized by capricious weather conditions and influences, the hunt for records, heroic drivers, but also breakdowns. Innovative vehicle conceptswere also repeatedly tested on the Gaisberg, with Mitter and Stommelen competing with the Porsche 909 Bergspider without a fixed fuel tank, which was only used a few times, and Dieter Quester driving a super-light BMW sports car with a large wing up the Gaisberg.

Dieter Quester auf dem BMW-Prototyp beim Gaisbergrennen 1968

With ever faster vehicles, the drive up the Gaisberg became an ever greater risk, rocks formed the boundary of the track, the right-hand side went down into the hole, only trees stopped the vehicles leaving the road, and all this at average speeds of over 140 km/h. This is how top-speed racing came to an end in 1969. We have summarized the years 1929 to 1969 in a detailed report.

In 2003, the Salzburg Rally Club took up the idea of the Gaisbergrennen again and since then has held a classic car event every year , attracting thousands of spectators and around 140 to 160 enthusiastic classic car drivers. The "new" Gaisbergrennen consists of scoring runs on the Gaisberg, on the Salzburgring and a city Grand Prix. It is always run on the basis of uniformity. The registration deadline for the 2011 event is March 1, 2011.

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