Bungartz and Co of Munich was established on 1 April 1934 to build agricultural machinery. To put the company on the map, they planned to exploit the popular clamour for a 'people's car' or 'volkswagen' by showcasing a small car at the Berlin Motor Show. Not being an actual automobile company, they simply purchased a design license from Josef Ganz, the engineer responsible for the 1933 Standard Superior. The Standard Superior Mark I had not proven to be a success so Standard had redesigned the body to make the tiny vehicle larger and improve some of its technical features. Ganz was engaged to make further improvements to the Bungartz design, adding a fan to the cooling system and calling it 'turbo-ventilation'. In terms of body styling, the Butz was a replica of the original 1932 Standard Superior prototype with slab sides and sharp edges, which made it cheaper to construct. One notable cost saving measure was the decision to ofter the car as a cabriolet, something that 'Das Motorrad' magazine had suggested to Standard in their original review of the Superior in 1933. https://heinkelscooter.blogspot.com/2022/08/1933-standard-superior-road-test-das.html
In preparation for the 1934 Berlin Motor Show, Motor-Kritik reviewed all the new vehicles that would be showcased, including the Butz. English translation:
"On the same line, just a shade more robust, is a vehicle that a newly founded company, Bungartz and Co. in Munich, wants to put into production and will be showing at the exhibition for the first time. The chassis comes from Dipl.Ing. Ganz and shows the combination [of features] known to the readers of this magazine from many discussions - central tube frame, independent wheel suspension through transverse spring parallelograms, rack and pinion steering, transverse mounted rear drive engine, with differential-free, narrow-gauge spring-loaded swing axle, transverse swinging axles, hermetically sealed front end and remote-control rear ventilation. The car is fitted with the original Ganz drive block and will be shown at the Berlin Motor Show with a 400cc two-stroke engine, whose water cooling is intensified by turbo ventilation. The three forward gears all have the same degree of efficiency, and all the parallel shafts of the transmission are mounted in an undivided cast block, which makes any adjustment work superfluous.
The multi-disc clutch can be adjusted from the outside and is compressed by just a single coil spring. At the same time, it forms the vibration isolator between the engine and the floor. All of this results in a remarkable threat-free running of the entire drive axle. The Bungartz company, which is backed by well-funded and reputable circles previously unfamiliar with the industry, intends to include this cheap yet high-quality Volkswagen in its program, as well as the high-performance type that is already being shown at the exhibition, which has all the most important characteristics that this type will also have."
Cabriolet or no-cabriolet, the Bungartz Butz did not find a market only a handful of these little cars were ever made. A roadster sports model was proposed, but this was probably just a fantasy of the marketing department. Interestingly, the Motor-Kritik review mentions that Bungartz also presented a full-sized car at the Berlin Motor Show, but I have never seen any details or photos. Bungartz abandoned car manufacture later in 1934, going on to specialise in trailers and walk-behind rotary plows, which they continued to build right into the 1960s.
1957 Bungartz rotary tiller prospect.
A 30-year tradition in automobile construction brings with it a great deal of experience. Based on these decades of experience, the "Hansa 500" was created. A comfortable, well-equipped four-seater for RM 1680 – so inexpensive because the "Hansa 500" is not a car for the few, but a high-quality-assured series-produced car for everyone to enjoy.
A spacious four-seater, the "Hansa 500" is available as a cabriolet limousine in many colors, offering all the comfort that no automobile enthusiast can or will want to do without today. Electric blinkers, electric horn and electric windshield wipers, with the horn button and indicator switch conveniently mounted on the centre of the steering wheel. Speedometer with odometer, large dimmable headlights and not to forget, the spare wheel and tires, stored in a dust-proof and invisible compartment. These are valuable features that will serve you well on every journey and bring you driving pleasure.
How comfortable and safe you feel behind the steering wheel of this car, which draws in your eye. With a top speed of 70 km per hour, even the longest drive is enjoyable. Through the side windows, from which the large, vent windows can be swivelled around to ensure draft-free ventilation, all passengers have a clear field of vision.
Are you interested in the engine? It is exposed with one hand! The flexible two-cylinder two-stroke engine gives the car traction, strength and endurance. Water cooling has been replaced by the modern and always reliable air cooling. The direct connection of the engine with the gearbox and drive unit placed at the rear, minimizes power loss through the cardan shaft and frees the inside of the car from disturbances and noise. By relocating all drive units to the rear, it has been possible to set the centre of gravity of the car low so that, in conjunction with the four when independent wheel suspension, the ideal driving characteristics that characterize the "Hansa 500" are achieved. All in all, the "Hansa 500" is a car for the family, for the businessman and for the sportsman and is a big step towards the goal that we are striving for in the new Germany: a car for everyone.
A free and non-binding test drive will inspire and convince you.
More joy in life with Hansa!
The 'people's car' concept was pursued by dozens of companies and engineers in Germany during the late 1920s and early 30s. Thanks to the promotional efforts of Dutch author, Paul Schilperoord, Josef Ganz' work in this sphere has been elevated above those of other pioneering and talented engineers. Ganz' Standard Superior of 1933 is now presented as the precursor and inspiration of the Volkswagen Beetle. Superficially, the Standard Superior looks similar to the later Volkswagen, but that does not mean anything. Interestingly, another rear engined 'people's car' also went on sale in 1933, but that car is never proposed as a Volkswagen precursor, despite it being virtually identical to the Standard Superior in concept and layout. This was Carl Borgward's Hansa 500.
Carl Borgward was a pioneering auto engineer from Hamburg, Germany. He started manufacturing exhausts, radiators and fittings. In the late 1920s he developed a simple motorized cart for use within his factory. The Blitzkarren 'fast cart' was never intended for public sale, but Borgward received so many requests from other industrialists that he decided to build a version for public sale. It would become an overnight success. In 1931 Borgward introduced a new three-wheeled passenger car based on the delivery cart called the Pionier (Pioneer). Demand for cheap motoring was such that more than 4000 Pioneers were sold.
The success of the Goliath Pioneer and commercial tricycles allowed Borgward to weather the depression years and he capitalized on the harsh economic times to pick up the bankrupt Hansa company. Hansa had a reputation as a quality automotive concern but their heavy and expensive cars found no market in the early 1930s. Borgward tasked the engineers at Hansa to develop a cheap, modern car based on the Pioneer. The result was the Hansa 500.
Apart from the obvious addition of a fourth wheel, the Hansa 500 was very similar to the Pioneer. The car had a simple ladder chassis, but rigidity was provided by a steel floor. A two cylinder, air-cooled two-stroke engine of 400 or 500cc was mounted far in the rear. A flywheel mounted fan blew cooling air across the cooling fins of the engine. The car had independent suspension on all four wheels, which gave it excellent handling. Unlike the Standard Superior with its very spartan fittings, the Hansa 500 was noted for the quality of its fittings. This helped make the Hansa a better selling car than the Standard Superior.
Like the Standard Superior, the Hansa 500 was only on sale for a few years. By 1935 Germany's economy had recovered and the demand for 'kleinstwagens' (very small cars) had evaporated. Hansa replaced the 500 with bigger and better cars like the 1100 and 1700. Hansa would continue building cars until the 1938 Schell Plan rationalized the German motoring industry. Carl Borgward's group of companies - Goliath, Hansa and Borgward - were directed to cease civilian car production and concentrate on trucks and commercials.
At long last I take Shelly's 1962 Volkswagen Karmann Ghia for a drive and chat. In this video I start at the beginning and explain the origin of the world famous 'People's Car.' I have written about this history before so if you'd like to go into more depth, you can find those posts here:
In the years after the First World War the idea of the 'people's car' gained significant traction in Europe. Cars were no longer seen as simply items of luxury but as an essential method of transport. However, although mass production techniques, such as those used by Henry Ford in the United States, may have significantly reduced the cost of motoring cars, cars were still too expensive for the majority of the people.
The bottom end of the market was serviced by cyclecars; flimsy contraptions built of wood and fabric, with bicycle wheels and motorcycle engines. As cost was such a critical factor, companies servicing this market were often far more open to innovation than the established majors. The Slaby-Beringer of 1920 was typical of cyclecar of the period, being little more than a plywood box body with bicycle wheels. These little wooden cars were either powered by either an electric motor or a two-stroke motor cycle engine. The example in the picture above is powered by a DKW single cylinder two-stroke mounted at the back.
The 'Panhard system' of front engine and rear wheel drive had been automotive orthodoxy since the turn of the century, but the transmission of power from front to rear added complexity, cost and loss of power. An obvious solution to save cost and reduce engineering complexity was to move the engine to the rear an in 1925 the Hanomag company did just that in their budget 2HP Kommisbrot. The Kommisbrot's 500cc single cylinder water cooled four-stroke engine used a chain to drive the rear wheels. Wooden and boxy, the utilitarian Kommisbrot were a solid and reliable budget car that sold well.
In Germany, auto engineer and motoring critic, Josef Ganz, had been developing his own cyclecar. His first attempt was for the Ardie motorcycle company. The prototype was a very basic cyclecar of fabric and plywood on a tube frame. A single cylinder air-cooled motorcycle engine was mounted behind the driver, ahead of the rear axle, with chain drive to the rear wheels. A single headlight was mounted in the nose of the car. In terms of engineering, despite current claims, there was little to differentiate Ganz's Ardie cyclecar from dozens of other cyclecars in the market. None of the features modern writers seize upon such as the rear mounted engine, tube chassis and independent suspension were new, unique or revolutionary as all had been developed by others earlier. Ardie passed on the car but Ganz obtained a contract with Adler to develop a prototype for them. Josef Ganz behind the wheel of his Ardie-Ganz prototype. The rolling chassis in the workshop. You can see the tube chassis and sprung half rear axles. The engine is placed ahead of the axles.
The Adler 'maikafer' (May-beetle) unveiled in 1931 was an improved Ardie but its performance was mediocre as the car's anemic 200cc single cylinder water cooled 5 hp two-stroke could barely push it along at 40kph. Two passengers could be crammed uncomfortably into the tiny vehicle. However, the maikafer was only a working prototype not a production vehicle. Ganz believed that was enough interest to warrant putting it into immediate production and improve the design later, but Adler decided not to proceed. Josef Ganz is joined in the maikafer by aerodynamic streamlining specialist, Paul Jaray. The maikafer up on its side highlights it light weigh and the tube chassis.
Nevertheless, Ganz' engineering credentials resulted in him being engaged by Mercedes-Benz on a serious budget car project. Mercedes had developed a new rear-engined car designated the 120H (H for Heck - rear). The 120H was designed by Hans Nibel and showed would could be achieved in a rear-engined car design. The prototype was powered by a newly designed 1.2 litre four cylinder boxer engine. Mercedes also trialed a rear mounted transversely mounted four cylinder in-line engine in the car. In styling terms, the Mercedes-Benz 120H could be said to be the true precursor of the Volkswagen beetle.
The 120H concept appeared sound so Mercedes-Benz began work on a production model, the 130H, however, problems with the boxer engine caused them to substitute their small four cylinder in-line engine into the design. The shape, weight and placement of the engine ruined the handling of the car. Ganz had been engaged to work on the swing axle suspension but the engine decision turned him into a vocal critic of the Mercedes team's design, which won him few friends. In desperation Mercedes engaged Ferdinand Porsche to review the design, but he too could do little without undertaking a complete redesign. It was too late for comprehensive changes however and Mercedes pressed ahead with production. Thanks to its poor handling the 130H and its various successors proved relatively poor sellers. Only 1500 rear engined Mercedes-Benz' were built over approximately 5 years. The 130H's Achilles heel was the weight of its rear engine, which was intended for a conventional front-engined car and threw out the car's handling. Mercedes-Benz were eventually able to correct the poor handling with changes to the engine position and suspension, but the damage to the car's reputation had been done.
Ganz' criticism of Mercedes-Benz wasn't without merit as it was their decision to place a heavy, water-cooled, in-line engine behind the rear axle that threw the cars handling out of balance. For stability, Ganz advocated that the engine in a rear engined car should be placed ahead of rear axle. However this was impractical in anything other than a two-seater as mid-mounting any large engine would eat into the passenger space. Two years later Hans Ledwinka would show the world how a rear engined car could be done with his spectacular Tatra T77, with its air-cooled V8 engine and gearbox mounted well behind the rear axle.
In 1932 another motorcycle company offered Ganz an opportunity to develop his ideas into a practical automobile. Wilhem Gutbrod's Standard Farhzeugfabrik produced a small range of motorcycles and delivery tricycles and saw an opportunity to move into budget motorcars. With a greater budget and team behind him, Ganz expanded the maikafer concept into something more substantial. The resulting Standard Superior included all his trademark design features - the backbone chassis and independent suspension, and was powered by a 400cc water-cooled two-stroke engine mounted on the right, ahead of the rear axle. Photographs of the Standard Superior prototype. Styling was conventional for a budget car of the period
Visible peeking from the side of the car are air vents for the internal radiator. The nose of the car swung open like a door for luggage.
The Superior was substantially restyled before it was unveiled to the public at the 1933 Berlin Auto Show with a streamlined plywood and faux-leather body. The Standard Superior chassis on display at the Berlin Motor Show in 1933. It's notable that Standard's stand predominately featured their motorcycle range. The Superior Mk1 version one is identifiable by its lack of rear quarter windows. This version made no allowance for a rear seat, with only a parcel shelf behind the driver. Again, the cars small size is clearly evident.
Also attending the 1933 Berlin Motor Show was Germany's new Chancellor, Adolf Hitler, and in his opening speech he proclaimed his intention to start an automotive revolution in Germany. He promised a review of road taxes and the initiation of a state sponsored road building program. He challenged the auto industry to build 'the cheap car' that would support this revolution and put a car in every driveway.
Hitler's call for 'the cheap car' was a catalyst to companies like Standard and within a year half a dozen similar budget cars hit the market. Jorge Rasmussen's Framo company unveiled their Piccolo, powered by a rear mounted 200cc two-stroke motor. Carl Borgward up-scaled his Goliath Pioneer tricycle into the four wheeled Hansa 400, also powered by a rear mounted two-stroke motor. The motorcycle company, Zundapp engaged Ferdinand Porsche to develop a rear-engine budget car, which would be come known as the Type 12. Standard, Framo and Opel all began marketing their budget cars as 'volks-wagens' or 'peoples-cars', mirroring the wording in Hitler's speech. "The German volkswagen is yours for 1590 Reichmarks."
The Superior that was shown at the 1934 Berlin Motor Show appeared like a completely new vehicle. It had received a make-over which made the most of the latest developments in streamlining. The Superior now boasted expanded bodywork that included swept wheel arches and smartly curving bonnet and roof-line. Most importantly, the car now featured a small rear seat suitable for two children.
Standard Superior brochure
Bungartz Butz
Agricultural machinery manufacturer, Bungartz approached Josef Ganz and purchased a license to build a cheaper version of the Standard Superior based on his prototype of 1932. This car was released as the Bungartz Butz and was also unveiled at the Berlin Motor Show of 1934. The Bungartz stand at the Berlin Motor Show 1934. The Goliath and Hansa-Lloyd standards behind them would have shown very similar vehicles. In styling terms, the Butz is almost indistinguishable from the original Superior prototype. The small size of these cars is readily apparent in this photo. https://heinkelscooter.blogspot.com/2023/03/1934-bungartz-butz.html
All these companies hopes were soon dashed however. Adolf Hitler, an enthusiast for technical innovation, had been instantly drawn to Hans Ledwinka's stunning Tatra 77 streamliner that was unveiled on day one of the 1934 Berlin Auto show. Ledwinka enthusiastically explained the details of his ground breaking car to a rapt Hitler, who came away with a totally new vision for Germany's automotive future.
In comparison to the Tatra, the budget cars that Hitler subsequently viewed in the second hall were nothing but a disappointment. When budget car innovator, Jorgen Rasmussen, presented his Framo Piccolo to Hitler, Hitler snubbed the car as being 'not half a grape" and at a speech later that day he openly criticized the German motoring industry for its lack of vision. The German people would not make do with second-rate baby cars, three-wheelers, or wood and leather contraptions. The German people deserved a modern, innovative, steel car - a true 'people's car.' The Framo Piccolo was the cheapest car on offer in 1934 but even so its 1295 RM price tag exceeded Hitler's 1000 RM price cap for the proposed volkswagen. Although the Framo looks like a conventional car (it was much larger than the Standard Superior) its fittings were spartan, having no instruments except a speedometer. It also only had one door on its right hand side. Despite the false bonnet it was in fact powered by a 200cc DKW single cylinder two-stroke engine mounted above the rear axle. A kick starter was provided near the rear wheel.
Shortly thereafter the government changed the road tax scheme which granted small and baby cars cheaper license rates, giving the larger car manufactures a better opportunity to compete in the market. This put many of the small car manufacturers out of the market. Bungartz withdrew the Butz within the year after selling only a small handful of cars. No survivors are know. Carl Borgward withdrew the Hansa 400 and 500 and was soon manufacturing large, well appointed saloon cars to the rising middle classes. Framo continued to find a small market for the Piccolo for a number of years - although they tactfully dropped the word 'volkswagen' from their advertising to avoid causing political offense. https://heinkelscooter.blogspot.com/2019/10/framo-piccolo-germanys-cheapest-car-1934.html
Standard continued with the Superior for a few more years but sales were slow. This Superior mark 1 has been stretched to add in a rear seat. This was also stretching the cars performance to the very limits of its tiny engine.
The Schell Plan of 1938 which rationalized the German auto industry finally put an end to the Superior as Standard's vehicle lines were withdrawn. The company was permitted to build only trucks. The number of Standard Superiors manufactured over its four year production run isn't know for certain but Paul Schilperoord, author of 'The Extraordinary Life of Josef Ganz', suggests 1000 to 1500 cars were built, but this may be overstating both demand and capacity. The annual output of small manufacturers like Standard and Framo were usually counted in the low hundreds.
Josef Ganz did not get to enjoy the relative success of his design. In 1934 he was arrested by the Gestapo and imprisoned on charges of blackmail - he had made a long list of enemies in the motoring industry. He was released after six months and fled to Switzerland. There he recommenced work on an improved maikafer design. This became the Rapid, a few dozen of which were built by a Swiss lawnmower manufacturer after the war. However, even in war-shattered Europe, where microcars and budget vehicles dominated, the Rapid proved to be too primitive and austere to find any buyers and less than a dozen were sold. The remainder were scrapped.
The Survivors
Given the low production numbers of these cars, a surprising number have survived.
Ganz' maikafer has survived and is on display at the Central Garage Museum in Bad Homburg. https://www.central-garage.de/
At least two chassis from the Superior mark 1 survive, one of which is owned by author Paul Schilperoord.
At least four Standard Superior's have survived
Paul Schilperoord has completed the restoration of Standard Superior Mark 1.
The Standard Superior from the Oldtimer Museum (below) is on loan to the restoration team as a guide.
Three Standard Superior mark 2s survive.
One is unrestored and on display in the Oldtimer Museum, Cunewalde, Germany. https://www.oldtimermuseum-cunewalde.de
A second example is owned by a private collector in Germany.
The third example has recently be acquired by the Louwman Collection in The Hague, Netherlands.
The Standard Superior joins the Louwman's Rapid. https://www.louwmanmuseum.nl/
Thanks to Paul Schilperoord's controversial book 'The Extraordinary Life of Josef Ganz', the Standard Superior has gained a level of fame and notoriety it never enjoyed in its lifetime. Although it was called a 'volkswagen' at a time when that word was a generic term, and although it shares a number of superficial features with the later, more famous car, it is NOT the predecessor of the beetle - but that will be the subject a whole article in itself.....
The bare Standard Superior and Zundapp chassis on display at the Prototyp Museum, Hamburg, highlight the similarities and differences in engineering during this era. Both employ a central tube chassis and independent suspension. The difference is the engine positioning.
