1933 Standard Superior Road Test - Das Motorrad

The Standard-Superior is a representative of a vehicle type that has only ever existed once [before] in the Hanomag “Wanze” (aka bug), which died out after only a short production period. One can describe the vehicle as a small, four-wheeled "only two-seater car". This term needs definition as there were quite a number of 200cc, three-wheel, two-seater, tax- and license-free cars at the [1933 Berlin Motor] show. However, I would like to exclude these wagons from all comparative considerations, without wanting to misjudge in the slightest their great economic importance within the existing legislation. They are stopgap measures brought about by faulty legislation.

They fulfill the task assigned to them in an admirable way within the narrow framework that the law allows them; they will exist and serve their purpose as long as the law exists that subordinates them to motorcycles, and they will probably cease to exist when the legislature has freed the designer from these shackles. After that, the ratty little "two-seater only" car will remain. The definition of the term should therefore contain the following requirements: The chassis of the car must be designed in such a way that it is comfortably sufficient for transporting two people. And secondly, the performance of the engine and chassis must meet all the requirements that are reasonably expected of long-distance road transport today. You can even express these requirements in numbers. According to the conditions of the 2000 km trip, which the AvD and the NSKK advertised, the average travel speed on closed roads must be at least 60 km per hour.

In this case the Standard Superior meets these conditions. His top speed was clocked at 76.3 km per hour. That's just as much (and just as little) as all other four-seater small cars with sub-1000 ccm engines that have been tested by the "Motorrad" recently. The strong two-cylinder-two-stroke engine with oiling via the petrol mixture, provided the elasticity, power and hill-climbing ability demanded by every good small car. The suspension, steering, center of gravity and weight distribution are also solved in an absolutely flawless form that does justice to modern automotive design, so that only an insignificant reduction in speed is required when travelling over bad roads, in town crossings or on sharp bends. On closed roads, a speed of 60 km per hour can therefore be easily reached.

Of course, you couldn't do that with the Hanomag Bug [photo above], but it must not be forgotten that nine years have passed since the construction of the little Hanomag; nine years in which the requirements that one has to make of a motor vehicle have been fundamentally revised. From this point of view, it must be reiterated: the Hanomag "Bug" was the first "two-seater only" car that existed, and the Standard Superior is the second. Now, the short-lived success of the Hanomag was killed prematurely by a completely wrong pricing policy. You can tell by the fact that the little "Bugs" are still sought like ‘hotcakes’ after nine years, despite their technical obsolescence. The right "two-seater only" is still needed and the decisive factor for success is whether the price can be kept at the right distance from the small, powerful four-seater or two-seater/four-seater class.

Interestingly, the designer of the Standard Superior, Dipl. Ing. Ganz, of Frankfurt am Main, continued the tradition of the old Hanomag, of course with a leap of nine years of improvements in automotive technology. With all the idiosyncrasies of this construction, Dipl. Ing. Ganz has woven all the ideas that he has passionately represented for years, the connection to the old Hanomag still cannot be denied. The arrangement of the seats right between the wheels, the front independent wheel suspension, the rear engine and the lack of differential with a narrowed rear track are the fruit of Bohler's work. With a longer wheelbase, moving the engine forward of the rear axle, a modern two-cylinder two-stroke engine, central tubular frame, four-speed gearbox, split direct steering and oscillating drive semi-axles, the properties to meet all of today's requirements were achieved with a leap over nine years of development.

On the test drive the car was thoroughly checked; he had to show what he was capable of. Full speed on a good road of over 60 kilometres per hour is justified. [Fuel] consumption of the Standard Superior can be given as 7 to 8 litres of petrol mixture, depending on the type of use. We drove with normal branded petrol to which Mobil oil SS (extra heavy) was added in a ratio of 1:20. The use of particularly heavy oil appears necessary, despite the water cooling.

Bosch 175 spark plugs suffice for normal driving; if you handle the car very sharply, it is advisable to use the Bosch 220. Because of Selner's special form, a few more words must be devoted to the structure than is otherwise the case. To get straight to the point: we don't want to pass judgment on the beauty of the car; not because we find the shape of the car ugly, but simply because the shape is unusual and therefore a matter of taste. We only want to judge the comfort and practicality of the body.

Convenience is out of the question. In terms of length and width, it offers people of large ‘calibre’ sufficient space. The front wheel arches [intruding into the floor space] force you to sit at an angle, so that the driver no longer has the steering wheel in the middle, in front of his head, but you quickly become accustomed. As far as this is possible with such a low construction, single steps are free and comfortable thanks to the long wheelbase and the two wide doors. Accessibility for entering the machine is also good. For cleaning, it is possible to simply hose down the car not only on the outside but also on the inside. Everything is impeccable and right for such a plum.

On the other hand, one can be quite divided about the expediency of the form. The streamlined shape of the car does not provide any power-saving effect, and secondly prevents the car being developed as an open car or as a cabriolet. The first issue is simply "no advantage", but the second is an actual disadvantage. One solution would be very simple to implement - see our drawn suggestions below.

The radiator is currently mounted diagonally above the engine, where a windproof pocket peeks out of the curved back. Why not remove the radiator from this spot and place it at the front of the car, as it is with other cars and where it can be more easily cooled by the airflow? Two gas tubes – costing no more than 1-RM a piece - running along the frame tube can form the connection from the front to the rear. The rear end then only contains the flat engine unit, so that the rear body of the car can be carried up the window height as a smart open car with a snappy radiator front and given a cabriolet roof or a simple rain cover, as required.

Request to the Standard-Werke, Ludwigsburg, "how about that?"

Dipl. Ing. P Friedmann





Commentary:
Context is everything. The Standard Superior was an interesting small car development of the early 1930s at a time when vehicle ownership was well outside the reach of the working class in Germany. Thanks to legislation introduced in 1932 which exempted three-wheeled, low-powered microcars from road taxes and drivers license requirements, a small niche market for 'klienst-wagens' (microcars) opened up. In 1933 these exemptions were extended to four wheeled microcars, resulting a plethora of examples appearing at the Berlin Motor Show. Engineer and Motor-Kritik editor, Josef Ganz was microcar enthusiast and he licensed his designs to the Standard-werke of Ludwigsburg, a motorcycle and agricultural machinery company. The result was the Standard Superior.

The Standard Superior packed a number of cutting edge (for the time) features, such as a tube chassis, independent suspension, rear-mounted engine and rudimentary streamlining. These features have all been claimed by modern authors as revolutionary features and the 'true' origin of the Volkswagen Beetle, designed later by Ferdinand Porsche. Contemporary observers however, did not see it that way. In this test drive and critique by Dipl. Ing. P Friedmann of 'Das Motorrad' (The Motorcycle), calls out Ganz' design as a continuation of the earlier Hanomag "Bug". The small Hanomag PS2/10 went on sale in 1924 and reintroduced the idea of a rear mounted engine. The choice of mounting the engine in the rear was one of cost reduction and technical simplification - no heavy driveshaft was required and the weight of the small engine directly over the rear axles improved traction.

Friedmann rightly observes that the Standard Superior as the successor to the Hanomag Bug, with nine years worth of technical improvements added. Interestingly, another contemporary review in Motor und Sport (here: https://heinkelscooter.blogspot.com/2022/08/1933-standard-superior-technical.html) observes that many of the technical features of the Standard Superior have been lifted from the small Tatras. These were the front engined Tatra T12 and its successors designed by Hans Ledwinka. Josef Ganz owned at various times both a Hanomag Bug and a Detra T12 and wrote glowing reviews of both in the Motor-Kritik. Ganz' experiences with both vehicles led him to adapt their (pre-existing) technical features for his own designs. There was nothing 'plagaristic' about this per-se, engineers will always observe the developments of others and adapt what works best to their own ends.
https://heinkelscooter.blogspot.com/2015/07/the-tatra-versus-volkswagen-lawsuit.html

What is important to observe in these contemporary reviews is the negative aspects of the designs. Clearly Friedmann was not convinced by the semi-streamlined body of the original Standard-Superior (the body was substantially redesigned and improved for 1934). He was quite right to observe that it did not embue the vehicle with any advantages in wind-resistance, but offered notable disadvantages in terms of passenger space. The Standard Superior Mark I was very cramped for two passengers (as was its contemporaries, the Framo Picollo and Hansa 400, a little less so). The Mark II improved the situation a little, but it was still a very small car. One may make a similar critique about the Volkswagen Beetle too as the body design did limit headspace for the rear passengers, however, the Beetle was a real, full-size car and a substantially different proposition than the tiny Standard Superior.

And here is where the claims that the Standard Superior is the true origin of the Volkswagen Beetle fall flat. Both vehicles are based on similar technical features - central chassis (not a tube in the case of the Volkswagen), rear engine, independent suspension and streamlining. All of these features were developed by others long before they appeared in the Standard Superior and Volkswagen. Both Ganz and Porsche were adapting pre-existing features. Porsche didn't need to look at Ganz's work to design the Beetle, although obviously he did notice what Ganz, Jorge Rasmussen, Carl Borgward and Hans Ledwinka were doing and distilled what he observed. This is clear from Porsche's Volkswagen Manifesto on 1934, when he discounted all the developments in the 'klienst-wagen' field and insisted that a true 'People's Car' must be a true car, not a wood and leatherette, motorcycle engined 'half car.' That is where Porsche differed from his contemporaries.
https://heinkelscooter.blogspot.com/2021/02/the-volkswagen-manifesto.html

PS. It's interesting to note that the Hanomag PS2/10 "Kommisbrot" (army loaf) is called the 'Bug' in Friedmann's review. Obviously Ganz did not invent the term 'bug' or 'beetle' as so often claimed.

Framo Piccolo - Germany's Cheapest Car 1934 - https://heinkelscooter.blogspot.com/2019/10/framo-piccolo-germanys-cheapest-car-1934.html
The history of the Standard Superior - https://heinkelscooter.blogspot.com/2015/07/standard-superior.html
For comparison, 1934 Hansa 500 - https://heinkelscooter.blogspot.com/2021/07/1934-hansa-400.html
The birth of the Volkswagen Beetle - https://heinkelscooter.blogspot.com/2012/03/volkswagen-world-beating-peoples-car.html

1933 Standard Superior Technical Assessment - Motor und Sport Issue 30

"In issue 16, year 1933, we already published a test of the Standard Superior for our readers, in which we gave a lot of space to the interesting construction of the frame. The example made available to us at the time was one of the first test vehicles. The fact that our test of this vehicle came off so well may be seen as special proof of the efficiency of the design, which has meanwhile been considerably improved. The Standard Superior is the smallest automobile in Germany, but despite its small size os probably the most advanced in its design. The central tubular frame, which has a two-stroke engine mounted in a way that is as original as it is ingenious. A transmission is mounted on the other side [of the frame], to full swing axles and is of a clarity and simplicity that can hardly be surpassed in its construction. It may be that in the construction (Dipl. Ingenieur Ganz) the Tatra wagon was the inspiration here and there for the overall structure. In the details, however, and especially in the most vital details, the Standard has its own, partly new ideas.

For the first time, a rear-engine car is not only sufficient, but, to put it frankly, is far ahead. That with a construction like the Standard Superior, average speeds of 60 km/h can be acheived perfectly, is an achievement that deserves attention, but the fact that these average speeds do not cause any feeling of insecurity when driving and no signs of fatigue are noticeable is an advantage that one dares not to expect from such a small vehicle.

Compared to the first examples, the [new production-ready variant] Standard Superior has a new and very pleasing body, which is just as modern in its lines as the technical structure of the vehicle. It is streamlined, wide and spacious, with swing axles for the series production [variant]. In its [fuel] consumption as well as in its performance, it meets all the requirements that one is used to placing on such a small vehicle. [The body provides] reliable protection against rain and dust and yet has the great advantage in its unity of concept for its aesthetic appeal, so that the viewer does not even wish that it could dare look different. From a technical point of view, the improvements that have been made here are fortunate. Whereas a three-speed gearbox with reverse gear was previously provided, the vehicle now has four forward gears and one reverse gear. In addition, the latest Solex carburettor with starting device was installed. A Bosch lighting system and a separate Bosch starter were provided, and doors and windows were designed with bevels at the front together with the windscreen to enable easy boarding, even for tall people. A small air catcher has been placed over the cooler at the rear, which fits very harmoniously into the even better designed end section of the rear wall. Two innovations that the Standard Superior has received and which may seem important to experienced motorists, although they concern small details, are an electric windscreen wiper and a more favorable gearing of the handbrake brake lock. Furthermore, all sorts of small amenities are added to the standard car, which really predestine it to be a vehicle with which you can also make longer trips without hesitation.

The engine of the Standard Superior is still a horizontal, water-cooled 400 or 500 cc two-cylinder two-stroke engine with an extraordinarily strong performance, which is particularly noticeable due to the great relationship between weight and engine power in this small vehicle. The motor construction is simple and robust. The steering is a one-wheel steering system with a split tie rod and is completely responsive. It automatically goes back out of the middle position after the impact has taken place. The full swing axles are represented by two powerful semi-elliptical springs, one on top of the other, and give the vehicle really amazing road holding.

The driving test
When you climb into the Standard Superior, you immediately get the feeling that you shouldn't put too much credit in this car. So, you drive gently and carefully and hesitantly give it a little gas. This is where the first surprise comes in. If you suspected that the vehicle would react sluggishly, you are pleasantly disappointed. Soon you have the comforting feeling that you have the little car completely in your hands, and you drive faster and maybe a little more daringly than at the beginning. It is actually the case that this car is so safe for the driver despite its small size and reacts responsively to all the little things in hand - bad roads, railroad crossings, sharper curves and even slippery and wet asphalt, no longer cause concern. One might wish that the engine would operate a little more quietly at top speed, but this is a perception that, while initially disturbing, the ear easily gets used to. The extraordinarily comfortable and wide seats allow two people to travel without any hindrance, having space next to each other even on long journeys.

If one really wants to appreciate the Standard Superior critically, one must first take as a basis the fact that a car has been created here which, thanks to its surprisingly clean structure and the clever use of the latest findings in automobile technology, is at an optimum for its price and operating costs. It is wrong not to want to let this small car go as a [full-size] four-wheeled automobile, but it would be just as wrong to compare it in terms of its characteristics, for example, with a 2-litre Mercedes car that costs three times as much. The relationship between price and performance must always play a major role in the appreciation of an automobile if it is to be fair, and in this respect one can safely say that the small Standard Superior, in its class, offers properties that were previously unavailable on the German vehicle market."




History of the Standard Superior:  https://heinkelscooter.blogspot.com/2015/07/standard-superior.html

It's interesting that this May 1933 technical and driving review of the Standard Superior recognises that Tatra was a clear influence on Ganz' design and that other technical features of the car are 'partly new.' This is the opposite of recent claims that Ganz was an under-appreciated pioneer.

1950 Gutbrod Superior

Gutbrod were a small volume commercial and motorcycle manufacturer founded in Ludwigsburg, Germany in 1926. They traded under the brand name 'Standard.' In 1932, Gutbrod released the Standard Superior, a small budget car designed according to design patents by Josef Ganz. Modern writers have claimed that this vehicle was the genesis of the Volkswagen, although the two vehicles are in no way alike. You can read more about the Standard Superior here: https://heinkelscooter.blogspot.com/2015/07/standard-superior.html



Gutbrod revived its fortunes in the aftermath of the Second World War, manufacturing light commercials and, in 1949, introducing a small two-seater coupe, called the Gutbrod Superior. These handsome little cars were powered by a water-cooled, twin-cylinder two-stroke engine mounted transversely in the engine bay. The standard model's engine was 600cc while the luxus model recieved a 700cc engine. The Superior was in production until 1954 and some 7500 examples were built.

1934 Hansa 500

Hansa 500 - The car everyone wants

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.


The story of the Standard Superior - https://heinkelscooter.blogspot.com/2015/07/standard-superior.html

The Goliath Pionier - https://heinkelscooter.blogspot.com/2012/05/goliath-pionier.html

Smaller engine version, the Hansa 400, is here - https://heinkelscooter.blogspot.com/2021/10/1934-hansa-400.html

1934 Standard Superior

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/


Another Rapid is on display at the Swiss Transport museum. https://www.verkehrshaus.ch/en


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.

For more about this interesting era, see:
1. Tatras https://heinkelscooter.blogspot.com/2014/02/tatras-streamliners-yesterdays-car-of.html
2. Volkswagens http://heinkelscooter.blogspot.com.au/2012/03/volkswagen-world-beating-peoples-car.html
3. Tatra vs Volkwagen lawsuit http://heinkelscooter.blogspot.com.au/2015/07/the-tatra-versus-volkswagen-lawsuit.html
4. DKW's rear engine prototype http://www.heinkelscooter.blogspot.com.au/2014/01/dkws-1933-rear-engined-streamliner.html
5. Framo Piccolo https://heinkelscooter.blogspot.com/2019/10/framo-piccolo-germanys-cheapest-car-1934.html
6. Hansa 500 https://heinkelscooter.blogspot.com/2021/07/1934-hansa-400.html
7. Standard Merkur - the commercial version of the Superior:
https://heinkelscooter.blogspot.com/2022/08/1935-standard-merkur.html