Framo Piccolo - Germany's Cheapest Car 1934

In October 1930, DKW’s managing director, Jorge Rasmussen, challenged his design team to develop a budget car in time for next year's Berlin Motor Show. This was a significant technical challenge for the design team as the show was less than six months away. Nevertheless, the team managed to deliver a true ‘little marvel’ in the revolutionary DKW F1, the world’s first front wheel drive production car. The new car was built around a simple ladder chassis and powered by a newly designed two cylinder two-stroke motor of 500cc capacity. The plywood and leatherette body was spartan, but handsome, and at only 1700 Reichsmark, the car found an instant market.

The Little Wonder, the DKW F1 was the first in Auto-Union's long lineage of front wheel drive cars that continues today in Audi's range. It's worthwhile noting that the early cars only had a single door on the right hand side.

DKW’s motorcycle and small car range went on to become the bedrock of the Auto-Union conglomerate, comprising four Saxon auto brands - Audi, Horch, Wanderer and DKW. DKW alone provided 50% of the group’s sales and one third of its net profits, enabling the other, uneconomical brands to stay afloat through the hard times of the Great Depression. It therefore came as something of a shock to Rasmussen to find himself denied the managing directorship of Auto-Union that he felt was his by right. Open conflict ensured as the board increasingly froze him out of their decision making, until he was unceremoniously sacked in 1934.

As his relationship with the Auto-Union board deteriorated through 1933, Rasmussen initially retreated to DKW’s technical design bureau, however, even here he found himself up against Horch’s domineering design bureau chief, Willem Werner, who was in the process of consolidating each brand’s design bureau under his control. To escape the tensions at Auto-Union, Rasmussen turned to his attention to his non-Auto-Union businesses, including the Framo commercial vehicle company.

Framo had been founded by Rasmussen to manufacture fittings for DKW motorcycles, such as seats, handlebars and brakes. In 1924 the company took possession of a stock of obsolete DKW Lomos scooter parts and used them to construct a simple delivery tricycle. There was a strong market for motorized delivery tricycles in Germany and soon Framo became a dedicated small commercial vehicle manufacturer. By 1932 Framo were competing successfully with the market leaders, Vidal and Sohn’s Tempo Werkes and Carl Borgward’s Goliath Werkes. When the Auto-Union merger took place in 1932, Rasmussen had retained full ownership of Framo and placed his sons, Ove and Anton, in charge of the company.

In 1931,Ove Rasmussen had been working on a three wheeled “microcar” project that targeting a market below that of even DKW. The new car was spartan in the extreme. A 192cc DKW single cylinder, air-cooled stationary engine was mounted in the front, with chain drive to the front wheels. The chassis was a simple, hollow tube, which doubled as the exhaust. The front of the car was reminiscent of the DKW F1 with its metal (false) radiator grill and bonnet. The rest of the body was leatherette covered plywood. The passenger cabin was highly streamlined, which gave the car its name, the “stromer”, but it made for a very tight squeeze and the vision to the sides and rear was poor. At only 300 kgs the car was extremely light weight – but then it had to be given the tiny size of its engine. When the Stromer went on sale in 1932 much was made of its low maintenance and running costs and that it did not require a driver’s license or pay road tax. Nevertheless, the Stromer did not find the market Rasmussen hoped for, partly because the car’s price tag of RM1400 was quite steep for such a tiny vehicle. Only 360 Stromers were built before production stopped in 1935.

By 1933, Jorge Rasmussen's relationship with the Auto-Union board irretrievably broke down. All sides in the dispute recognized that a final reckoning was not far away. Consequently, when Adolf Hitler opened the 1933 Berlin Auto Show with a speech calling on car manufacturers to build ‘the people’s car’, Rasmussen saw an opportunity to trump his former company’s dominance in the small car market.

When Hitler had called for ‘the cheap car’ in 1933, there was little consensus as to what that meant. The DKW F2 was one of the cheapest cars in the market but this was still well outside the reach of the working masses. Jozef Ganz, the motoring critic and microcar enthusiast, believed a car for the working man could not be priced greater than 1000 Reichmarks, and that meant a cyclecar. To meet Hitler’s brief, Jorge Rasmussen would need to build a car that was cheaper than a DKW at 1400 Reichmarks, but more credible than one of Ganz’ cyclecars.

Car manufacture in Europe was an expensive business. Almost no one mass produced vehicles and bodywork was still very much an artisanal trade of steel and wood, so cost cutting meant stripping the design back to absolute basics. The rear engine craze of the 1930s was a symptom of the need to simplify design. Transmitting power from a front-mounted engine to the rear wheels involved a transmission tunnel and differential. These were heavy items that cost energy efficiency. There were only two options to remedy this – front engine with front wheel drive, or rear engine with rear wheel drive. Front wheel drive involved some additional engineering to allow the wheels to turn without losing power, so rear mounting the engine was ultimately the simplest technical solution.

In 1928, Hanomag had pioneered the return to a rear mounted engine in their 2HP Kommisbrot, and many engineers across Germany followed suit. The resulting cars from Hansa, Standard and Bungartz were all very similar in concept, as was the Framo Piccolo. The Framo Piccolo was constructed of a traditional wood frame with plywood panels. Similar to the Big DKWs from the Spandau factory, the body was entirely self-supporting. The chassis, such as it was a single steel spar screwed into the plywood floor, with a cross-member for lateral support. There was only a single door, opening on the right-hand side. There was a traditional looking bonnet at the front, but it did not open. The space underneath was empty except for the steering shaft. Instrumentation was meagre – an ignition switch and a speedometer.

The car was powered by a DKW 300cc EL air-cooled stationary engine, of the type regularly used on Framo’s delivery tricycles. Air cooling was facilitated by a fan shroud, driven off the flywheel. The engine was mounted on the centreline in the rear, with enclosed chain drive to the rear axle. A petrol tank was mounted above the engine in the rear.

At only 3 metres long, the Piccolo lived up to its name. Coming as an open, soft top rather than enclosed cabriolet, the car felt larger than its competitors. It was slightly more practical as it was able to seat four (two adults and two children – or four very cramped adults). By comparison, Josef Ganz’ Standard Superior was practically a two-seater with little more than a luggage bench behind the driver’s seat. Sale price was 1295 Reichsmarks.

The Piccolo was unveiled at the 1934 Berlin Auto Show, along with the Standard Superior and the Hansa 500. The small car manufacturers all held high hopes due to Adolf Hitler’s speech the previous year. The new government had followed up Hitler’s words with actions, dropping road taxes and license conditions for light vehicles. They were to be sorely disappointed, however. On the first day of the show Adolf Hitler had toured the main pavilion, inspecting the displays of Germany’s premier auto makers. Prestige brands, such as Mercedes-Benz and Horch, showcased their latest sports limousines and race cars, but the sensation of the show was a foreign import. The Czechoslovakian Tatra company revealed their new rear-engine streamliner, the Tatra T77. The T77 was unlike anything else on show, instantly drawing Hitler’s attention. Although his entourage tried to hustle him along, Hitler stopped for an extended discussion with Tatra’s director of engineering, Hans Ledwinka. Despite his Czech name, Ledwinka was a fellow German speaker and Hitler conversed as easily with Ledwinka as he would his fellow Austro-Hungarian, Ferdinand Porsche.

Hitler briefly toured the secondary hall, where the smaller producers, motorcycle manufacturers and truck makers showcased their wares. Jorge Rasmussen was on hand to present the Piccolo to Hitler personally. A sign on the windshield of the car mirrored Hitler’s language of the previous year, declaring the Piccolo “the people’s car.” Hitler was not impressed with what he saw, and he dismissed the Piccolo with a comment that it “wasn’t half a grape.”

If any of the budget car makers thought Hitler would be satisfied with their response to his call to build a cheap car for the German people, they were soon disappointed. For the avoidance of any doubt, Hitler clearly articulated that he expected the German motoring industry to deliver a modern steel car, not a motorcycle-engined, plywood cyclecar or three-wheeler. By the end of the year the tax breaks for small vehicles that the companies were relying on were revoked. Small speculative players, such as Bungartz, a tractor maker, withdrew from the market, while the bigger players, such as Hansa, reverted to building standard cars.

Nevertheless, Rasmussen and Framo were not deterred. They had a viable budget car which found a small market. The international press, who may not have fully understood Hitler’s vision for the Volkswagen, assumed that the Piccolo, the cheapest car on sale at the Berlin Motor Show, was the promised Volkswagen. Many articles appeared in the motoring press discussing the small car’s merits.

Small numbers were sold in 1934 and 1935. The 1935 model abandoned the coal scuttle bonnet, replacing it with a rebranded DKW F2 false radiator grill. Amazingly, the company even offered a cheaper version, powered by a 200cc engine, which really must have struggled to move the little along. 737 Piccolos were sold by the time production stopped in 1935.

Rasmussen attempted two more budget cars after the Piccolo. The most promising was the handsome Framo Rebello, which featured the sporty looks of the Stromer on four wheels. The engine remained the 300cc DKW sourced two-stroke. Unfortunately, the car never went into series production due to the restrictions imposed by the Nazi Schell plan, which reorganized and regulated the German motoring industry.

The other car was the eponymous named ‘volkswagen’, which closely resembled the contemporary Austrian Steyr Baby. A single prototype was exhibited at the 1936 Berlin Motor Show but went no further.

Under the Schell plan Framo were restricted to manufacturing a single model of light commercial lorry, the V500. The lorry came in two versions, the V500 powered by a water cooled 500cc DKW two-stroke, and V501 powered by an air-cooked 500cc DKW engine. Both lorries were otherwise identical. Interestingly, the V501 air-cooled engine built by Framo under license from DKW would evolve into the Trabant 500cc engine.


Links:
Framo company history: https://heinkelscooter.blogspot.com/2013/12/framo.html
Standard Superior: https://heinkelscooter.blogspot.com/2015/07/standard-superior.html
DKW history: https://dkwautounionproject.blogspot.com/2017/07/dkw-germanys-wonder-car.html
Origins of the Volkswagen: https://heinkelscooter.blogspot.com/2012/03/volkswagen-world-beating-peoples-car.html
Tatra streamliners: https://heinkelscooter.blogspot.com/2014/02/tatras-streamliners-yesterdays-car-of.html
Tatra vs Volkswagen lawsuit: https://heinkelscooter.blogspot.com/2015/07/the-tatra-versus-volkswagen-lawsuit.html

Video of a Framo Stromer in action

DKW's 1933 rear engined streamliner

The 1930s was a time of fervent in the automotive world. Paul Jaray had been promoting the benefits of streamlining and wind tunnel testing for almost a decade, while engineering theorists such as Josef Ganz were espousing rear mounting as the most efficient position for engine placement. 1933 was the year that these ideas crystalized into a new generation of vehicles.

Standard Superior
In 1932 the Gutbrod company engaged Josef Ganz to develop his rear-engined designs for a small, budget passenger car. The result was the Standard Superior, which was revealed at the 1933 Berlin Auto Show. The car was constructed around a tube chassis, with independent suspension and wood and plywood bodywork. It was powered by a two-cylinder, 400 or 500cc air-cooled two-stroke engine, mounted ahead of the rear axle.

The Model 1 Standard Superior was very much a budget vehicle. The car could really only accommodate two adult passengers. Two children could be seated uncomfortably on a tiny bench seat above the engine compartment.

The later model 'Deutschen Volkswagen' included some improvements in styling and additional fittings, but the car did not sell particularly well. Only a few hundred Standard Superiors were built and only one survivor is known to exist today.

Hansa 500
Carl Borgward had developed his first motor vehicle in 1927- the blitzkarren delivery tricycle - and business just went from strength to strength. The blitzkarren soon gave way to the Goliath Pioneer, a small, rear engined tricycle car, and a range of tricycle commercial vehicles. When the Great Depression hit Germany and the big car manufacturers began to feel the pinch, Borgward was in a position to expand.  In 1932 he snapped up the struggling car maker Hansa and set about developing a new car suitable to the times.

The result was the Hansa 500, also unveiled at the 1933 Berlin Show. Similar in concept and construction to the Standard Superior, the Hansa was built around a tube chassis, had independent suspension and was powered by a rear mounted 500cc air-cooled two-stroke engine. Although a budget car, the Hansa 500 able to capitalise on Hansa's heritage as a quality car manufacture, being better made and with better fittings that the Standard Superior. However, like it's competitor, it did not sell particularly well and was removed from sale after only two years.

Mercedes-Benz 120H

In 1931 Hans Nibel and Max Wagner built a rear engined small car for Mercedes-Benz. A handful of prototype 120H (for Heckmotor or rear-motor) were built in 1932 to test the concept. The 120H performed reasonably well and Mercedes-Benz made a decision to develop the concept into a production car.

The 130H production model introduced in 1934 was larger than its predecessor and consequently was fitted with a bigger engine. The new engine, mounted behind the rear axle, changed the car's centre of gravity, giving the car poor handling.

To improve the handling of the Mercedes-Benz 130, engineers "tun[ed] tyre and spring softness between the front and rear axles..." Later models improved the handling further.

With other notable designers, such as Ferdinand Porsche, experimenting with a rear-engined budget car at Zundapp, and the former managing director of DKW, Jorgen Rasmussen, busily working away on a rear-engined budget car that aimed to undercut everybody, DKW had no choice but to initiate a rear-engined car project of its own.

Porche's rear engined Zundapp prototype was still a long way from the Volkswagen. The three prototypes trialed three different air-cooled engines - a Zundapp five cylinder radial, a two-cylinder two-stroke, and Porsche's own flat four boxer. None of the engines performed particularly well and the project was cancelled.

After Rasmussen was fired from Auto-Union in late 1933, design duties at DKW were assigned to a new group design team that pooled resources from all four Auto-Union companies. Horch designer, Hermann Ahrens, designed the streamlined bodywork that was manufactured by the DKW karroseriewerkes at Spandau.

In accordance with standard practice, the body was constructed of wood with plywood paneling covered with leatherette for weather proofing. The result was very impressive with its long, curved roof-line and sharply curved bonnet. The car was not dissimilar to the Tatra v570 prototype being constructed in the greatest of secrecy in Czechoslovakia.

DKW's history of building a front-wheel cars allowed them to easily implement the rear-engine, rear-wheel drive concept. The chassis was adapted from a DKW F2 meisterklasse as was its 600cc two-cylinder water-cooled two-stroke engine. DKW's little engine and gearbox was easily adapted for the job. Gear change linkages however did require a little more work. A floor mounted gear change adapted from DKW's rear-wheel drive 4=8 model was used. 

A long, distinctive metal engine cover with cooling vents concealed the engine. Cooling the radiator proved to be a problem however, which is of course why most of the rear-engined car concepts featured air cooling. Additional air scoops were opened in the sides to facilitate air flow. Eventually a fan was added, a design feature that would later be used on the DKW F9 to cool its rear mounted radiator.

The car was used in a number of trials and many important lessons were learned, including proving that you could build a curved, streamlined car our of wood. But DKW never felt that the rear-engined concept was worth pursuing and only the single prototype was built. The car was used for a few publicity photographs before being mothballed with other experimental vehicles, all of which were lost in the war.

DKW's Spandau karosseriewerkes adapted the streamlined body concept for the next mode, the Schwebeklasse, released in 1934. The complex curves and indentations of the Schwebeklasse were a pinnacle of the wooden karosserie's art.

Links-
DKW's streamlined vehicles: http://heinkelscooter.blogspot.com.au/2013/08/auto-union-streamliners.html
The development of the Volkswagen: http://heinkelscooter.blogspot.com.au/2012/03/volkswagen-world-beating-peoples-car.html
The development of the Tatra: http://heinkelscooter.blogspot.com.au/2011/12/tatras-streamliners-yesterdays-car-of.html
Framo's volkswagen project: http://heinkelscooter.blogspot.com.au/2013/12/framo.html
DKW Schwebeklasse: http://heinkelscooter.blogspot.com.au/2013/07/1934-dkw-schwebeklasse-brochure.html

Framo Leiferwagen Prospectus

Framo Stromer

Introducing the New Framo Stromer two seater car - the "Stromer."

"The Stromer is not a scaled-down vehicle with deteriorated performance. Framo's years of experience in tricycle development, including many experimental models undergoing years of testing on country roads were needed to create this perfect small car for the new era.

The Stromer, with its racy look, speed, convenience, and economy, is the perfect vehicle for the business man, the discriminating sportsman and the elegant lady. The car has impressively good handling characteristics, on curves, difficult road conditions and in the mountains."

"It is no exaggeration that the Framo Stromer is in every respect the best small car in the world and its characteristics have been secured by a number of foreign patents.

The car comes with options of a 200cc, 400cc or 600cc engine. There is a single chassis and body style for all models."

My first car - Framo Piccolo on a wild ride

I have paraphrased this from a German article in www.ruhrnachrichten.de by author, Arne Niehörster, about people's first car stories. This story comes from East Germany in the 1950s, when cars were expensive and hard to come by. Young Joachim Stückrad of Husen, near Dresden was lucky to get his hands on an old Framo Piccolo, which he and his friends enjoyed (and ultimately trashed!) during the late 50s.

Heavenly journey! Joachim and his friends on the way to the Ore Mountains. The fifth in the group rode his bike and made it there first.

"We have never had much luck," Joachim Stückrad said to his loved ones after the first test drive of his Framo Piccolo (built in 1938) in Dresden in 1955. But he hoped that this would change with the purchase of this car. And indeed, for the graduate engineer from Husen the dream came true for 2000 Ostmark. Stückrad remembers rapturously: “The car was most beautiful in appearance, with its edged hood, which did not even open. Inside there was also nothing except the steering column. Looking towards the back there were air vents over the engine cover. Under the engine cover you could see straight through to the road” 

"The engine was sitting under a small hump in the rear seat" reveals Stückrad. A 300 cubic centimeter DKW two-stroke engine delivered a neat seven horsepower. The best part was the starter - because it did not exist - at least not when Stückrad owned it. "The previous owner has lost the starter. However there was a kickstarter externally mounted beside the driver's door." If the car stalled at an intersection when driving solo there was nothing for it but work up a bit of sweat. But when driving with his girlfriend at the time it was “no problem. My sweetheart hopped out, took a couple of kicks on the kickstarter and off we went on our wild ride."

The Framo’s light weight presented unusual problems. ”We drove the Framo was to a student party and it was carried up the stairs to the cafeteria," said Stückrad recalls. Plop plop-plop - he drove it down the stairs again.

Vacation trips, however, were mostly one way journeys. "We often had to resort to other means of transport to get home." On a trip to the Saale dam, with a tent and folding boat, on a slope of almost five degrees the Framo slowed to walking pace. The girlfriend had to get out, then the speed picked up a little. Eventually Stückrad too had to hit the asphalt, with his car chugged alongside at full throttle, controlling the throttle through the open window. "Half pushed by me, she managed to reach the mountain," says Stückrad, which was steeper still; the steep, hard slopes of the Wilsdruffer mountain. This proved to be the last trip for Stückrads Framo, due to piston seizure.

http://www.ruhrnachrichten.de/44319-Husen~/Serie-Mein-erstes-Auto-Der-Framo-Piccolo-auf-wilder-Fahrt;art2576,320803

Framo

The Framo company was originally founded as the Frankenberg Metal Works factory by DKW founder Jorge Rasmussen, and his business partners, Paul Figura and Richard Blau. Originally housed in a disused military barracks, the factory turned out metal fittings for DKW motorcycles and cars. In 1924 the factory began building simple tricycle rickshaws powered by a single-cylinder, air-cooled 150cc DKW motorcycle engine. It was a very conventional machine but orders began to flow.

Similar in construction and conception to dozens of other delivery trishaws, such as the Brennabor and Tempo. It was manufactured from surplus DKW motorcycle and Lomo scooter parts.

Framo TV300
In 1926 the company developed a new, more substantial transporterwagen, the TV300. Largely constructed of wood with a rear carrying tray, it was powered by a 300cc DKW stationary engine mounted atop the single front wheel with a two speed gearbox. It retained tiller steering. A variety of body styles and engine sizes were offered. By 1928 the Frankenburg plant had built 1000 tricycles and employed some 700 people.

The TV was originally sold for a short time as the DKW Transportwagen, but DKW management objected so the name was changed to DGW. By 1928 the company settled on the name Framo as a contraction of Frankenberg Metalwerkes.


Framo LT300
In 1930 the transporter was modernized with a simple wooden cab and a three speed gearbox. Designated the LT300, it was still fairly primitive and retained its old fashioned tiller steering.


Framo LTH300
1933 the transporter was completely modernized receiving a more powerful engine, three speed gearbox with reverse and a fully enclosed cab. The LTH 300 'Liechertransportwagen mit haube' (light transport truck with cab) closely resembled its contemporaries and rivals - Tempo and Goliath. http://tempohanseat.blogspot.com.au/2013/02/the-history-of-vidal-sons-tempo-werkes.html

An early model LTH. Tempo and Goliath dominated the tricycle market in Germany with Framo coming up a distant third. Tricycles with engines under 400cc did not pay road tax or require a drivers license.

An LHT passenger wagen. Customers were always able to order passenger versions of the three wheeled commercial vehicles.

Framo LTG500

A 1939 prospectus for Framo dreirads. "As strong as a bull... in a class of its own." http://tempohanseat.blogspot.com.au/2014/01/1939-framo-prospect.html

And meanwhile, over at DKW....
In 1932, DKW merged with Horch, Wanderer and Audi to form Auto-Union. With DKW the largest manufacturer in the group and contributing one half of the group's profits, Rasmussen felt that the managing directorship should be his by right, but soon found himself frozen out by the other board members. The State Bank of Saxony, which held the purse strings, stacked the Auto-Union board with its own nominees and had Wanderer's director of sales, Baron Klaus Von Ouertzen, named managing director. Tensions between Rasmussen and the Auto Union board became increasingly tense until in December 1933 he was summarily sacked. Rasmussen was not prepared to go quietly and his campaign against Auto-Union in the press and in the corridors of power resulted in him recieving a substantial settlement of 1.3 million Reich Marks.


Although he never stopped hoping for an opportunity to buy back his beloved DKW, Rasmussen was determined to continue building passenger vehicles and he would do so through Framo, which was not included in the Auto-Union merger. While Framo continued building the commercial tricycles that were its bread and butter, he established a research and development department to work on his vehicle projects.  

Framo Stromer
Rasmussen's first project at Framo was the Stromer - a highly aerodynamic streamlined three-wheeled budget vehicle. Built around a simple tube chassis, which was hollow and doubled as the exhaust. The car was front wheel drive, powered by a 200cc air-cooled DKW motorcycle engine, driving through a three speed gearbox with reverse. Although powered by a very small engine, the car was extremely light at only 300 kilograms unloaded, which allowed it to reach 60 KPH. The streamlined bodywork was constructed of wood covered with leatherette. It was priced at 1460 RM, which was slightly cheaper than a contemporary DKW.

The Framo Stromer on display at the 1933 Berlin Auto Show. The car was sleek and sporty, but the retention of a very conventional looking bonnet and false radiator screen used up valuable space in what was a very small car.

"This is the new Framo 2 seater personal vehicle - the Stromer!  The Stomer makes its way - whether the road is good or bad - in sunshine, rain and snow, up mountains and down valleys, is economical on fuel, undemanding maintenance and does not need garaging."

Being a three wheeler with a small capacity engine meant owners needed neither a drivers license or pay road tax - an important selling point - but unfortunately the tiny two-seater did not sell well, with only 360 cars sold in three years. Even the car's exceptional performance in the 1933 endurance trials failed to boost sales. http://heinkelscooter.blogspot.com.au/2014/02/framo-stromer.html

In a 13 hour endurance trial on 2 June 1933 the Stomer covered some 8819 kilometres.

Stromers on the production line. A quick comparison with the production line photos from DKW's Zwickau factory (here-http://heinkelscooter.blogspot.com.au/2011/01/dkw-germanys-wonder-car.html ) highlights Rasmussen's challenge at Framo - Framo simply wasn't big enough to challenge the established companies. In 1933 the Army reclaimed its barracks at Frankenberg, forcing Framo to relocate to new premises in Hainichen. The Army allowed Framo to move their production in stages over several years.

Framo Piccolo
Rasmussen's plans to get back into the passenger car market received a boost from an unexpected quarter when, at the opening of the 1933 Berlin Auto Show, the newly elected Chancellor, Adolf Hitler, called for an automotive revolution in Germany. The government would embark on an ambitious program of road building and the motoring industry was challenged to build a people's car or 'volkswagen' to get Germany moving. The volkswagen would be a car that every Germany worker could afford.

The heads of the auto industry however were aghast at the idea. Vehicle design, development and construction was time consuming and expensive, and nobody really wanted to budget vehicle as there was simply no profit in it. The industry as a whole began to delay and dissemble, hoping that the whole idea would fade away. But for Rasmussen, now very much an outsider, this was a great opportunity. Several years earlier Rasmussen had seized on the theme of the budget motor car when he and the DKW team had designed and built the DKW F1 in only six weeks in order to present it at the 1931 Berlin Auto Show. The radical, front-wheel drive little roadster merged simplicity in design with pleasing style and it proved to be DKW's ticket to automotive success.

The DKW F1 debuts at the 1931 Berlin Auto Show. When released it was the cheapest conventional car on the German market and was many German families first experience of motoring. Despite its simplicity and budget price the car had several radically new features, not least being its front-wheel drive - the first in any production vehicle. It spawned a long lineage of front-wheel drive cars leading all the way to our modern Audi and Volkswagen cars.

Rasmussen pared the F1 design concept back to produce a real budget 'volkswagen.' The Framo Piccolo was a small four-wheeled car with a steel tube chassis and independent suspension. The single cylinder, 200cc two-stroke, air-cooled DKW engine was mounted in the rear, just ahead of the rear axle - the cutting edge of automotive design according to Josef Ganz of Motor Kritik. Final drive to the rear wheels was via chain through a three-speed gearbox with reverse.

It was inevitable perhaps that the Framo Piccolo resembled contemporary DKWs, given their common origin. The original model featured a coal scuttle bonnet as there was no radiator. The plaque trumpets "no drivers license necessary!"

Rasmussen presents the Framo Piccolo to Adolf Hitler at the 1934 Berlin Auto Show. Note that to save costs the car had no left hand door, only a single door opening on the right. Hitler was not impressed, describing the car as "not half a grape." Nevertheless, the international press saw the Piccolo as the embodiment of Hitler's Volkswagen.  As The Daily News, Perth, Western Australia reported, '"Every German should have a car," declared the Chancellor (Herr Hitler) in opening the Berlin Motor Show, a feature of which was a four-seater Framo car costing 60 pounds.' 10 March 1934.

Unfortunately for the German auto industry Adolf Hitler was deadly serious about his 'volkswagen' project and for the avoidance of any doubt about his requirements, he spelt them out explicitly at the 1934 Berlin Auto Show. The new car was to be of modern steel construction, should seat four adults comfortably, have a top speed of 100 kilometres per hour, and would cost no more than a 1000RM. The German people would not make do with second-rate baby cars, three-wheelers, and motorcycle engined plywood and leather contraptions. Rasmussen's Piccolo, which was priced at 1295RM, was summarily dismissed from the running.

Nevertheless, the Piccolo was a viable small car and did sell, if only in small numbers. Framo responded to market demand by increasing the size of the car, its engine, and even added a second door! The flat, coal scuttle bonnet was replaced by a false radiator grill taken from the contemporary DKW F2. 737 were sold before production ceased in 1935.

"At last, the long awaited people's car, the Framo Piccolo. 1275RM for a four-seater (seating two adults and two children). Each affordable!"

Framo Rebell
It was clear that the Piccolo was not the car that would make Framo's fortune and so work began on a totally new car project. But the Piccolo and Stromer designs were not simply abandoned. A Stromer inspired body was mounted on an extended Piccolo chassis and fitted with a larger motor. The new Rebell was a handsome, sporty, yet relatively low cost car. Unlike it's predecessors it was a conventional design with front wheel drive and Rasmussen's trademark two-stroke air cooled engine. Unfortunately this promising project did not progress past prototype stage.

Design study of the Rebell. As with other Framo vehicles (and contemporary DKWs) the bodywork was plywood covered with leatherette for weather protection. The seats were cloth on metal frame.

What could have been? The handsome Framo Rebell prototype driven by Jorge Rasmussen's son, Hans, now CEO of the company. Despite its promise, Framo was simply too small a company to build multiple vehicle lines at the same time, and cancelled the project.  Besides, there was another promising project in the wings.

The Rebell outside Motor Kritik's office. Josef Ganz's Tatra 11 is in the background.

Framo Volkswagen

After the debacle at the 1934 Berlin Auto Show, Rasmussen was determined not to make the same mistake again and threw the company's best and brightest into the new 'volkswagen' project. Jorge's son, Hans, and chief engineer Fritz Goritz worked on a completely new design. Mounted on a narrow track, ladder chassis (Goritz patent) and powered by a 500cc 18 horsepower DKW two-cylinder two-stroke engine with water cooling, the car featured a handsome, modern looking wood and steel body.

The stakes were very high as Hitler's patience with the German automotive industry had finally run out - in spectacular fashion. In a fiery speech at the 1936 Berlin Auto Show Adolf Hitler raged against car industry for their inability deliver "the cheap car" and threatened to nationalise the entire industry. It was apparent to everyone that the volkswagen would be a nationalised project, which meant an enormous opportunity for the designer who could deliver the goods.

While his son and Goritz were working on the car, Jorge was working the political angle. He traveled to the United States with Ferdinand Porsche to study the US automotive industry and learn the lessons of mass production. Rasmussen was well aware that Porsche was working on his own 'volkswagen' project and had the Fuhrer's ear. He was also aware that Porsche's project was being held back by technical challenges with the rear engine layout. Rasmussen felt certain that if he could get his car presented first, he would be in with a chance. At the 1936 Berlin Auto Show, Rasmussen personally presented the car to Hitler. Hitler however showed no enthusiasm and would later openly declare his support for the Porsche project. It seems that Hitler had greater rapport with fellow Bohemian Porsche, than with the Danish Rasmussen.

All plans and details of the Framo Volkswagen have since been lost. Only a handful of photographs of the single prototype remain.

Framo-Goritz Streamliner
Although the Framo volkswagen proved a failure Hans Rasmussen and Fritz Goritz continued experimenting on the design until 1938. Taking the narrow track chassis and fitting it with tandem seats and a torpedo shaped body to produce a totally space-age vehicle.


Hans and Jorge Rasmussen drive the Framo-Goritz streamliner chassis. Although space age in appearance it remained a budget car. The car's single cylinder, 200cc water cooled two-stroke engine is clearly visible in the photo.

Several versions of the car were built and presented to the Government for evaluation, much to their annoyance. The automobile association demonstrated the car's impracticality by assigning their tallest SS test driver to drive the car in a 12 hour endurance test. Needless to say the driver's report was less than complimentary. In 1938 the Schell Plan put a stop to all further passenger car development at Framo.

Framo commercials
While Rasmussen was unsuccessfully pursing his passenger car dreams, Framo continued manufacturing commercial vehicles. In 1934 Framo released its first four wheeled commercial, the HT600. Powered by an 18 horsepower DKW two-cylinder, water-cooled, two-stroke engine, it was capable of carrying a payload of almost a ton. 1200 were built between 1934 and 1937.

A larger version, the HT1200 was also built, powered by a 1.2 litre Ford four-stroke engine. Although capable of carrying a larger payload, it was more expensive and consequently less popular. Only 250 were built.

Framo V500 & V501
In 1938 the Nazi's implemented a comprehensive rationalization of the automotive industry. The Schell Plan, named after its author Colonel Adolf Schell, determined which company could produce what. Framo's tricycle and passenger car production was stopped and they were permitted only to produce their new V500 and V501 light truck. Powered by a 500cc DKW two-cylinder, two-stroke engine, in either air-cooled or water-cooled versions. Almost 6000 were built during the war years and served with the Wehrmacht in all theatres.

By the time the war turned against Germany Jorge Rasmussen was living in retirement on his estate in Sacrow. When the Eastern Front collapsed in 1945, he and his family fled west, eventually settling in Flensberg on the Danish border, where the remnants of the Nazi government had established its ghost government. After the war he retired to Denmark.

Framo's Hainichen factories escaped war damage but was systematically stripped by the Soviet engineering corps. Every single item of value, right down to door frames and light switches, were removed, packaged up and shipped off to the USSR. Nevertheless, the factory struggled back into existence building hand carts, wheel barrows and horse drawn wagons. In 1947 some trucks were built from pre-war and war-time stockpiles of spare parts.

In 1948 the new East German government nationalized the factory, which was renamed IFA-Framo. In 1949 the first new trucks began rolling off the production line. The new model, the V900 was externally similar to its predecessor, the V500/1, but featured the new 900cc three-cylinder, two-stroke motor designed for the 1939 DKW F9. This engine was also used in the new IFA F9 which was also unveiled at the Leipzig Motor Show the same year. The engines were built at the former BMW works at Eisenach.

Between 1948 and 1957 Framo improved and enhanced the V900, such as improving fittings and increasing the horsepower of the engine. Production facilities at Hainichen were however limited so some production was transferred to a newly rebuilt factory at Chemnitz. Production of the V900 ceased in 1961 after some 29,000 had been built.

Barkas 1000B

1956 saw the release of a substantially redesigned variant of the Framo V900. Goritz' patent narrow track chassis was employed to allow a low floor platform, while the 900cc two-stroke engine was lowered and moved forward. The cab was also moved to a forward-control, cab-over engine position. The new van was named the Barkas (spark). The company was also changed from IFA Framo to VEB Barkas and a new company logo was established. http://heinkelscooter.blogspot.com.au/2013/07/barkas-prospect.html

In 1961 the old Framo V900 was retired and the Barkas received a new 1000cc two-stroke engine and was renamed the Barkas 1000B. The Barkas would remain in production until 1991 as East Germany's sole light commercial vehicle. The Eastern equivalent of the Volkswagen Transporter, the Barkas was a remarkably versatile vehicle that could carry extraordinary payloads - up to four tons, far more than its little engine would imply! It came in a wide variety of body styles - minibus, enclosed van, drop sided truck, tipping tray - the combinations were endless. In 1990, Volkswagen bought into VEB and began replacing the two-stroke engine with a 1.3 litre four-stroke engine. Sadly the attempt to modernise the Barkas, like that of the Trabant, ultimately failed and VEB Barkas closed its doors in 1991.

The late model Barkas with a four-cylinder, four-stroke Volkswagen engine.

Links
Information about Framo and Barkas in English is very scarce but they have dedicated followings in Eastern Europe in much the same way as the Volkswagen Transporter has elsewhere. Here are some links-
http://www.framo901.cz/historie.htm
http://163262.homepagemodules.de/t153f37-Framo.html
http://www.forum-auto.com/automobiles-mythiques-exception/section5/sujet364705-7980.htm
http://www.f-r-a-m-o.de/
http://barkas.de/
http://heinkelscooter.blogspot.com.au/2013/11/ifa-1965-export-report.html
http://heinkelscooter.blogspot.com.au/2014/02/my-first-car-framo-piccolo-on-wild-ride.html