What does it cost to drive a VW?

Bruno von Rotz
03/31/2014

VW Käfer 1951 in der Werbung

In 1951, the VW importer of Volkswagen vehicles, which were becoming increasingly popular, published an advertisement that would be hard to imagine today. It meticulously demonstrated in francs and centimes what it cost to drive a first-generation VW Beetle.

The full-page advertisement read: "On November 26, 1948, Mr. E. Rüegsegger, Kies- und Sandwerke Bethlehem, Bern, put a brand-new VW model 1948, engine no. 1-117 616, chassis no. 1-087 232, into operation. On January 22, 1951, the vehicle was traded in for a new VW at mileage 100021. Incidentally, it has now reached 112,000 km. The mileage is still quite satisfactory, and the original pistons have still not had to be replaced."

VW Käfer auf der Hebebühne

For the 100,000 km, Mr. Rüegsegger had to pay CHF 4,558 for petrol, 467 for oil and grease, 405 for lubrication and washing, 1679 for repairs, 1402 for spare parts, 576 for tires, 800 for insurance and 440 for taxes. Together with the interest of 3% on the acquisition costs of CHF 6600, the total costs amounted to CHF 10723, not including the purchase price or depreciation. This amounted to 10.723 centimes per kilometer.

In 1951, the cheapest Beetle (including heater and defroster) cost CHF 5,930, while the De Luxe version with sunroof cost CHF 6,970. But even with a value depreciated to 0, the total cost per kilometer would have been well under 20 centimes, so driving a car 60 years ago was significantly cheaper today, at least if you don't take into account that back then you had to work for an hourly wage that was a good 10% to 20% of today's wages.

Das Chassis des VW Käfer im Jahr 1951

VW explained its proverbial economy as follows:

"VW - unrivaled in saving as well as driving:
A significant part of the VW's economy is due to its exclusive air cooling system, which not only allows carefree driving year in, year out without worrying about the radiator, but also saves all extra expenses for antifreeze and even the garage in winter if necessary.
Plus all the other advantages that put the VW in a class of its own: outstanding driving safety, exceptional spaciousness, refined beauty, solid equipment - and last but not least, the revolutionary VW service system with moderate fixed prices for service, repairs and spare parts!"

VW Käfer 1954 in der Werbung

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Why the Ford Mustang wasn't called that in Germany

Bruno von Rotz
03/30/2014

Ford T5 an der Techno Classics 2014

Between 1965 and 1979, the Ford Mustang could not be sold under its internationally established name in Germany. The truck manufacturer Krupp owned the trademark rights to the "Mustang" and sold trucks with this name.

Instead of getting involved in a legal dispute, Ford decided to dispense with the term when launching the Mustang in Germany and to market the car under the project code "T5".

Ford T5 1965 (© Ford)

Although the pony remained on the car, the fender lettering and, for example, the lettering on the steering wheel were replaced with T5 signs.

Ford T5 im deutschsprachigen Verkaufsprospekt

In addition to these changes, the lights and suspension settings, including the shock absorber equipment, also had to be adapted for Germany and other export markets for the discerning German buyer.

At the Techno Classica, the 50th birthday of the Pony Car was celebrated on the Ford stand with three Ford T5/Mustang models (picture above).

Our report on the Techno Classica will follow shortly.

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Cultivating tradition as a competitive weapon

Bruno von Rotz
03/29/2014

Volkswagen an der Techno Classica 2014

It feels like an arms race. At the Techno Classica in Essen, the big car brands vie for the favor of the expected 190,000 visitors.

Skoda an der Techno Classica 2014

Cultivating tradition is the order of the day, because with increasingly similar and interchangeable mass-produced technology in modern cars, a brand's own history is becoming a distinguishing feature in the battle for customers. And the German manufacturers are not letting themselves down in this respect. First and foremost Mercedes Benz, which has brought half of its factory museum from Stuttgart to Essen, at least as far as the racing cars are concerned.

Mercedes Benz an der Techno Classica 2014

But the other brands are also making their mark. Volkswagen shows interesting pairings with air and water cooling, Ford celebrates the Taunus and shows many convertibles, Skoda looks back on the brand's long history, BMW presents particularly sporty touring cars, Opel remembers the golden KAD days.

Opel an der Techno Classica 2014

Visitors will be delighted and when the cash registers start ringing on Monday, the motto will no longer be "race on Sunday, sell on Monday", but rather "cultivate the brand tradition at the weekend and sell during the week ...".

Ford an der Techno Classica 2014

Our report on Techno Classica in Essen will follow shortly.

BMW an der Techno Classica 2014

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The smallest among the big ones

Bruno von Rotz
03/28/2014

Frisky Sport Convertible 1958

At the Techno Classica in Essen, manufacturers, dealers and other exhibitors outdo each other with splendor, reputation and tradition. Stands of almost epic proportions invite visitors to immerse themselves in the past. The density of Porsche and Mercedes cars is high, but among all the well-known classics you will always find a gem that you don't see every day.

For example, a tiny car takes center stage at the stand of an insurance company. Almost unknown in this country, the Frisky Sport Convertible, built in 1958, is refreshingly different.

It represents a time when you didn't need 200 hp to develop driving pleasure. 16 hp from the 327 cm3 two-cylinder engine was enough to accelerate the small sports car to 90 km/h, either forwards or backwards. If you dare, you can also shift through all four gears in reverse and accelerate to 80 km/h in around 38 seconds. Probably to save weight, the Englishman is content with a drum brake for the entire rear axle. But - not least because of the plastic body - only 350 kg have to be brought to a halt.

Seven of these convertibles are said to still exist, and the car exhibited in Essen is certainly one of the most beautiful, as it won several prizes at concours events.

And it is the only Frisky in Essen, while there are at least two Porsche 917s and probably at least a dozen Mercedes Benz 300 SLs on display.

Our report with lots of pictures of the Essen show will follow shortly.

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Classics assessment according to the dual control principle

Bruno von Rotz
03/27/2014

As the value of classic cars continues to rise, so does the risk that buyers will fall for fakes or that fraudsters will modify and improve vehicles in order to obtain higher prices.

For this reason, event organizers and registration authorities are increasingly demanding documentation that confirms the authenticity of a car. FIVA and its national representatives issue so-called FIVA cards that confirm the authenticity of a vehicle. Based on this experience, the so-called "Double Scruteneering" list was introduced at the beginning of the new century, on which cars and motorcycles that are particularly frequently forged or modified are named. If a car is on this list, two signatures from the local FIVA representative are required to make the FIVA card valid, so two people have to critically examine the car.

In addition to candidates that you would expect to see on the list straight away, there are also vehicles that appear less frequently in the press, such as the Cadillac V16, the rally sports and racing cars or the Renault Gordini. The fact that the list, which is integrated in the 2004 handbook, is already a little outdated is shown by the absence of the particularly sought-after 911 derivatives or the Lamborghini Miura.

The complete list (from the 2004 handbook) is as follows:

AC Cobra
Alfa Romeo (sports and racing cars)
Alvis (Speed 20, Speed 25)
Aston Martin (pre-war and sports/racing cars)
Bentley (sports/racing cars)
Bizzarrini (all)
BMW (328)
Cadillac V16
Delage (sports/racing cars)
Delahaye (sports/racing cars)
Ferrari (all)
Fiat (sports cars and derivatives, including Abarth, Giannini, 508S, ...)
Frazer-Nash (with BMW engines)
Jaguar (sports/racing cars)
Lagonda (sports/racing cars)
Lancia (sports/racing cars)
Maserati (all)
Mercedes Benz (pre-war vehicles, 300 Cabriolet, 300 SL)
MG (pre-war vehicles)
Peugeot (Darl'Mat)
Porsche (550, RSK, 904, 906)
Rallye (sports/racing cars, with Salmson engines)
Renault (Alpine, Gordini R1063, R1093, R1062)
Riley (all)
Talbot (sports/racing cars)

It is obvious that mainly sports cars and hardly any "normal" families appear on the list. And it is also understandable that the vehicles on the list appear particularly frequently - hopefully original and authentic - at auctions.

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Where will future generations get their inspiration to drive a classic car?

Horst Kracher
03/26/2014

Today's classic car owners often buy the car they admired in their youth or whose back seat they rode in as a child. Sometimes they also buy a car that they could not afford in their early working life, even though they would have liked to have bought it.

But how are today's 15- or 20-year-olds, or later generations, supposed to get their hands on vehicles that were built long before they were born and have not been on our roads regularly for a long time? Will these generations only aspire to a Königsegg or Pagani, Bugatti Veyron or Lamborghini Gallardo? Probably not, because other influences are becoming more and more important, bringing old cars into play in the truest sense of the word, such as computer games. Anyone who plays Gran Turismo or Forza Motorsport, for example, automatically comes into contact with classic cars.

Old cars are also increasingly being used in TV series and films because they look more individual and there are no problems with potential product placement partners. What's more, the producers don't run the risk of being accused of surreptitious advertising.

It's probably no wonder that more and more TV commissioners are driving old cars.
In this way, future generations of drivers are also made aware of beautiful classic cars, even if they haven't experienced them themselves in everyday life.

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The British had a change of heart - tax-privileged classic cars

Bruno von Rotz
03/25/2014

Englische Tax Disc

The British have known about tax benefits for classic cars for quite some time. However, the rules have changed time and again. In 1997, for example, Tony Blair abolished the tax concession for classic cars that were at least 25 years old and replaced it with a regulation that exempted vehicles that were first registered on the roads before April 1, 1973 from road tax.

This regulation has now been changed so that vehicles at least 40 years old benefit from the abolition of the "road tax" (motor vehicle tax). Unlike in Germany and Switzerland, it is the year of construction and not the initial registration that is decisive here. The British also went their own way with the number 40, as the magic number in this country is 30.

Cars such as an Austin Allegro or next year's early Triumph TR 7 will now also benefit from the change in legislation.

In terms of the polluter-pays principle, it sounds sensible to exempt classic cars from road tax, as they rarely drive on public roads and are probably rarely involved in traffic jams. Unfortunately, we are not quite as far along in this country as the British. Although Germany has the H license plate and Switzerland the veteran registration with some advantages over the "normal case", complete tax relief would still be a fine thing. So, dear interest groups, there is still a lot to do, let's get on with it ....

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The veterans' rally to Neckarsulm 57 years ago

Bruno von Rotz
03/24/2014

Renault von 1907, einst im Besitz des spanischen Königshauses

Well over 50 years ago, enterprising veteran enthusiasts organized the first rallies, in 1956 to be precise, when the first rally to Neckarsulm was started. The early success called for a sequel, which was promptly tackled in 1957, with 44 cars, 167 motorcycles and 15 bicycles! It was a matter of honor that the participants arrived on the road, even though many of their vehicles were still from the previous century.

But let's take a look at the old report, which was printed in AR No. 27 from 1957:

"Great fun was had by the tens of thousands of spectators who came to see the second veterans' rally to'Neckarsulm, but even greater was the pleasure experienced by the drivers of the more than 200 old motor vehicles who came together for a sporting and social event in the romantic little southern German town of Rendez-vous.

One Swiss participant - surprisingly, our country had by far the largest contingent of foreigners - told us enthusiastically: "We had to carry out complete magnet revisions on our journey from Zurich to Stuttgart; we laid new fuel lines; we had to repair punctures, the music corps played at every turn, the population went along enthusiastically; that was ten times more fun than all the car slaloms and hill climbs put together!"

DeDion Bouton im Jahr 1957

Especially in England, but more recently also in America, rallies with veteran cars play a not insignificant role, and the famous drive from London to Brighton attracts around three million spectators every year. After a two-wheeler museum was set up in the former Teutonic castle in Neckarsulm last year and a veteran rally was held to mark its inauguration, people in Germany have also taken a liking to this fun event, and the second event, held at Whitsun, has already met with great interest. Indirectly a symptom of the restlessness of our times ...

Der erste Saurer von 1898

44 cars, 167 motorcycles and 15 bicycles, a total of 226 vehicles, were set in motion. With 20 competitors, Switzerland led the non-German contingent, with four vehicles each from Holland and Belgium, two from Spain and one from Italy coming to Neckarsulm. It was therefore not surprising that the Swiss won three out of eight classes in the overall standings of the sporting part (journey, special stage, hill climb and skill competition). Werner Klingler, Zurich, on a Drais wheel, Eduard Bühler, Uetikon a. S., on a Michauline two-wheeler, and Engler, Arbon, on a vehicle that was the main focus of many experts: the first Saurer from 1898. The Swiss also came out on top in the classification of the foreign clubs, with the Zurich section of the FMS winning, while SAR came third and the TWN Club Zurich fourth.

Wouldn't it be tempting to organize such events in our country, too, to rekindle the love of the automobile and put the contemplative in the foreground instead of the hasty?"

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In the fight against rust - the Fiat Atlantic test

Bruno von Rotz
03/23/2014

Atlantik-Rostprobe mit Fiat 128 Karosserie im Jahr 1974

40 years ago, Fiat announced victory against the car's greatest enemy, rust. Full-page advertisements explained how Fiat vehicles were now protected ex works against the red plague.

Cavity treatment, multi-layer paint, electronic checks on paint quality, the use of specially durable epoxy paint for particularly vulnerable parts, underbody protection with plastic inserts and polyvinyl underbody treatment were the means announced to provide a two-year anti-rust guarantee.

To test the effectiveness of the measures, the Fiat people devised the Atlantic test. Two specially prepared Fiat 128 bodies were placed on a rock in the Atlantic Ocean and then exposed to the raging salt water for 30 days. This was more salt than most cars would see in many years.

And the result was also happily announced. The car that had been rust-protected using the new process showed virtually no signs of rust.

What the other car looked like, however, was not mentioned in the advertisement, and this would have been the Fiat 128 that Fiat customers had bought as a new car just a few months earlier.

Of course, we don't want to withhold the entire advertisement from 1974 from our readers:

Fiat Inserat - 2-Jahres-Antirost-Garantie aus dem Jahr 1974

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The adventure of starting up

Bruno von Rotz
03/22/2014

Anlassen - hier ein Triumph GT6

Modern motorists have long forgotten what it used to be like, the adventure of starting the engine. Nowadays, you sit down at the steering wheel, press the key into the hole or a button - a real key is hardly ever turned any more - and the engine runs as if it had just had a break the length of a red light phase, regardless of whether it last turned over an hour or three days ago. Put it in gear and drive off, the engine pulls away perfectly and doesn't let you feel whether it's warm or cold.

Of course, that was completely different 30 or so years ago. First of all, the engine had to be motivated to start at all. You regulated the mixture with the choke and then you let the starter motor turn, not once, but perhaps five, ten or even twenty seconds. The fuel also needed a certain amount of time to move from the tank to the engine. The carburetors needed to be filled. After a few attempts, you started to feel guilty and wondered whether the battery would provide enough power for long enough. When the engine actually started, you sat back, relaxed and happy. However, the drive unit was not yet running smoothly, it "sputtered" and revealed its displeasure that the operating temperature had not yet been reached. Perhaps it even stopped working once or twice more. But at some point you could drive off, carefully, because the engine still demanded affection. Don't accelerate too much, don't demand too much from the still cold little machine, maybe a misfire from time to time. It was only after many hundreds of meters that it showed its true talent and ran as one had hoped.

Yes, that's how it was, the adventure of starting the engine. Not everything was perfect in the past, but it was definitely different.

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