(Continued from Newsletter No 259)
Another forgotten German industrial gem, this company dated back many years and was a presence on the German industrial scene since 1867! Dürkopp built, amongst other things, automobiles before and after WW1.
During the 1920's hill-climb race cars were successfully fielded by men like Formula One Racing giant Hans Stuck behind the wheel. To give an idea as to the importance of Dürkopp in those times, consider they had upward of 6000 employees engaged in their auto production alone! Their automobiles ranged from the smallish 1500-cc models to the large over 6-litre variety. The money maker for them, however, was the production of bicycles and industrial sewing machines, the latter of which they built to this day!
These were the fields in which they specialized from the late 1920s until after WW2, when they developed their own ultra-modern 200-cc 2 stroke powerplant. It was this powerplant they installed in their motorscooter, a machine which debuted in 1954. Fittingly it was called ‘Diana’, an extraordinarily lovely machine, which attained a cruising speed fully loaded with two people and luggage for a long-term vacation of 55 mph.
This may not appear to be much these days, but 50 years ago it was a different story, what with the road system being far from perfect. Also this was a speed the machine could hold for undetermined distances, up and down hills, no matter how hot the weather. In German we have a word for this characteristic: ‘Autobahnfest’.
The Diana had one of the most modern engines of the times, incorporating the absolute latest two-stroke technology. This powerplant was coupled to a smooth four-speed gear box. One started the machine either with the kick starter or electrically – both systems being part and parcel of the basic package. It was claimed by the road testers of the time, that the suspension system was flawless and unequalled by any other motor scooter manufacturer. The standard equipment list, like that of the Bastert Einspurauto or the Achilles Sport scooter, was extensive. The only options available consisted of a spare wheel, luggage carrier and a glove box. The Diana’s customer base was divided between ladies and men, even though the ladies were more frequently seen on it, the men preferring more macho machines like the Achilles or the Heinkel. Dürkopp advertising abounded in lovely, healthy looking young ladies, some dressed in traditional German dress (Dirndl), always classy, never anything else. In 1954 Miss Germany served as an advertising model. Her remuneration? Why, a brand new Diana of course! Dürkopp built the Diana until 1961 successfully and stopped production, even though they had not experienced any decline in sales. On the contrary, if you wanted a Diana in 1961, you had to put down a nonrefundable deposit and wait for two months! That’s how popular this machine was.
This leads to the inevitable question –Why?? If you have a product that is wildly successful, that is rugged, reliable, beautiful, ultra-modern and so desirable a waiting list existed for customers, why on earth would a company in their right mind stop producing such a machine?
The company was later sold to the Kugelfischer Group. They exist to this day, having in the meantime apparently merged with the remnants of the Adler company of Frankfurt. They are, I found out, a highly respected company in the international industrial sewing machine-market. However, any queries as to the ‘whys’ and ‘wherefores’ of stopping production of their highly successful Diana back in 1961 have been met with silence.
Hans Glas – a rock-solid Bavarian type, a guy with a vision and unbounded energy, an enterpreneur of the first order. Glas had a small farm machinery manufacturing concern in the Bavarian town of Dingolfing. He ended up building some of the most successful Micro-Cars, Motorscooters, passenger cars and Sports Cars of between 1950 and 1967.
The range of his products started with the motorscooters and ended with a large 3 litre V-8 Sports Cpe., dubbed the ‘Glaserati’, since its body shape was reminiscent of the Maserati 3500 GT, having been designed by the same Italian coach builder. The most popular sports car was the 1700 GT, of which the Americans said; ‘If you like the Porsche, you’ll love the Glas’, giving one the idea of what the Glas really represented!
There are very few sports cars in the world that could stand a comparison with Porsche and the Glas 1700 GT was one of those rarities – a real acknowledgment of this man’s genius. I know for a fact, having owned and driven a 1700 GT for over 6 years. It was one of the finest cars I have ever owned, bar none.
The big V-8 got Glas into so much financial trouble, that BMW was able to swallow the company whole, taking over some of the products and incorporating them into their own line-up. For several years, BMW-South Africa produced Glas passenger cars under the name of BMW. Here we want to look only at the great scooter they built and the Goggomobil, one of the most successful Micro-Car of all time.
Always interested in the progress of his industrial branch, he travelled to all the various trade shows of farming machinery, including the one in Verona Italy in 1949. He saw a Vespa there and fell in love. That’s what he wanted to built at home, but according to his personal ideas and taste. No sooner had he returned to Dingolfing, when he went to work with a vengeance on his new project. He designed numerous prototypes, forming the body panels this way and that way until finally he had achieved his idea of a motorscooter. This machine looks great to this day, excepting in direct profile due to its short nose.
At first he thought of a 125-cc Ilo powerplant but very soon ended up using a 200-cc Ilo instead, the same powerplant that was used in the Bastert Einspurauto. In addition, the machine was designed to easily accommodate a side car, had electric starting, was available as a luxury scooter ( in the truest sense), it came as a three-wheeled delivery vehicle with an open bed or with a closed box, Glas covered all the bases! He had called his creation, which incidentally had no resemblance whatsoever to the Vespa he had fallen in love with, ‘Goggo’. This 'Goggo' and the Maicomobil were as close as anyone ever came to being a true competitor for the magnificent Bastert Einspurauto.
As a clever marketing man, he sold his motorscooters very successfully all over the globe, only about half of the production ending up in Germany. He insisted on the highest quality/price ratio and got it from his work force.
In those days ‘Made In Germany’ had a meaning internationally today's Germans sadly can’t even fathom. It frankly meant the Best of the Best and was unashamedly advertised as such and that was the very definition of Truth In Advertising. Today, in the year 2004, the European Union has prohibited Germany from using advertising slogans such as ‘German Quality’, and the Jew-corrupted bought-and- paid-for puppets in Berlin caved in to the demands of the lesser nations who couldn’t in a million years equal our creative work spirit.
Glas was always keeping a close eye on the market and recognized as early as 1956, that the motorscooter boom was coming to an end, that people wanted cars, even if they had to be small initially. Consequently he stopped production of his scooters and started producing Micro Cars instead, calling these little miracles ‘Goggomobil’.
It was this Goggomobil which inspired the Japanese Subaru to built their uncommonly ugly but efficient Subaru ‘360’ ten years later. I know that car and when I say ugly, I mean ugly, like in heinous.
The Goggomobil came with three different engines, all variations of the same theme; twin cylinder, air cooled two-strokes, coupled to preselective four-speed electronically controlled transmissions. The engine sizes varied from 250-cc to 400-cc, the latter becoming by far the most popular choice of powerplants. They were cute little cars, seating four people with ease. They performed well enough to be driven on the Autobahn, fully loaded and one saw them all over the place. The success of these Hans Glas creations was stupendous. He even came out with a ‘Sports Coupe’, a two seater with two children’s seats in the back and a lovely body, complete with a fake grill which had taken its inspiration from Alfa Romeo. This model became wildly successful on the market.
The most famous Goggomobil driver was no less than Lord Snowden, husband of Princess Margaret of great Britain. Here was a man expected to show up in a Rolls Royce Silver Shadow, but showed up in a Goggomobil Sports Coupe from Dingolfing Bavaria instead! Good for you Lord Snowden, you were ok! It wasn’t only the large V-8 Sports Coupe which brought untold financial difficulties, also it was Hans Glas’s tendency to design and built too many different cars, scooters, Micro-Cars et al. His little company not only covered the entire transportation spectrum but he insisted on using the most divergent engine configurations imaginable, such as the aforementioned large V-8, various two-stroke twins, water cooled boxer-configurated four-strokes, four cylinder in line engines of varying sizes – in short he was entirely too ‘diverse’ considering the size of his enterprise. Additionally he used front engine front wheel drive, front engine rear wheel drive, rear engine rear wheel drive configurations - in short every feasible variation which was possible, he designed, developed and used it. Another designer whose mind this fertile was Carl F. Borgward. Neither VW, nor GM nor Ford, nor Mercedes ever had that many different types of engines, transmissions and drive lines.
What is really amazing about all of this is, there isn’t a single engine or transmission or car which he ever built, that wasn’t excellent – and all of them designed in house!, with the exception of the first engine (an Ilo) he used in his motorscooter. The demise of his company in 1967 was a sad event, but at least in his case we know why and we have a plausible explanation.
Another ancient German manufacturer which started way back in the 19th. century (1886), building at first sewing machines and subsequently bicycles. Hercules is one of the very few German manufacturers which never in their long existence attempted to built an automobile, but almost always built rather bland, day-to-day machines without any particularly exciting characteristics. The only thing which could be said about their motorcycles of the 1920’s, ‘30’s and after the war was that they fulfilled their functions admirably well, never giving their owners the slightest reason to complain. Bicycle and typewriter production was the mainstay of their manufactured output. The blandness of their products disappeared with the Hercules '175' of 1954, powered by a 175-cc Ilo two-stroke. The machine featured an excellent chassis and even electric starting, a real rarity in those days. In addition it was a real pocket-rocket, handsomely proportioned and well styled.
Many years later they built the fabulous Hercules Wankel, a motorbike which fathered the English Wankel powered Norton and BSA as well as the Japanese Wankel powered Suzuki. Aside from that, they built a marvelous motorscooter starting in 1955.
This scooter was actually a joint venture between them and Triumph-Nürnberg, using the 175-cc Ilo engine of their little ‘road-rocket’ of those years. Eventually, the scooter evolved into the Hercules R200, using a 200-cc Fichtel & Sachs powerplant. It was designed according to the forward-looking design parameters of the day, fully enclosed chain drive, four speed transmission, rather handsome body work, with the gasoline tank and the battery finding their place in the housing over the front wheel, giving the machine ideal 50/50 weight distribution, which coupled with the excellent suspension system gave this scooter outstanding ‘sports’-handling.
The factory did something no one else was doing – they were testing their machines incessantly. The road testing wasn’t done only by factory drivers on a factory proving ground, but rather by a cross section of the population under day-to-day driving conditions. Housewives, workers, sales-reps who had to travel long distances and professional road testers, they all rode the R200 day and night under any and all conditions any vehicle was likely to ever encounter. The result was a scooter which was as close to perfection in terms of performance and reliability as one could get since the input of all testers was continually evaluated. This machine gained the reputation of being nay impossible to destroy, hence it became a sales success.
In 1964, Hercules came out with another motorscooter, the ‘50’. This one was very much smaller with a 50-cc engine, swing arm suspension front and rear, enclosed chain drive, four-speeds, in short – the works. Frankly, it was this motorscooter which was the last of the memorable Hercules models. It was modern, built to high standards of quality, had an outstanding chassis, great looks and would put anything from Asia to shame today 40 years later, if there’d be somebody to built it! They kept on building small sporty 50-cc motorcycles, but even though attractive and highly efficient, they lacked distinction.
The factory was sold to Fichtel & Sachs ---- which was sold to Mannesmann ---- which was ‘sold’ under the most dubious circumstances to Vodaphone and that was the end. The corruption of today's German management teams spelled the end of three once proud industrial enterprises.
Tens of thousands of highly skilled, trained and well paid technicians lost their jobs as did thousands of creative product engineers, a handful of Jew-corrupted Germans and Brits became filthy rich and my country was once again raped, robbed and plundered. All that in the 1990s – a continuation of WW-2 by other means, no more, no less and all with the obvious connivance of the traitorous, bought-and-paid-for puppet government in Berlin. It’ truly sick, it's revolting.
Now that’s a name I like and it even fit the product, because progressive the Progress was indeed. Whereas most motorscooters had their engine located in the rear, many German designers attempted to locate the engine as closely to the center and as low as possible. The reasons for this are the superior road holding and handling thusly achieved.
This gave the German scooters a definite advantage over most of their foreign competition and makes them still, after all these years, superior to any I can think of. The Progress had its engine located centrally in the chassis, much like the Achilles did, with the difference that the tank was positioned over the engine and not between the legs of the driver. The vehicle had large 16 inch wheels, practically the same size as those of a motorcycle. Suspension front and rear consisted of long-travelling swing arms, with integrated shock absorbers. The machine was built of heavy gauge steel, had an oversized frame and was therefore almost as heavy as the larger Bastert Einspurauto which unlike any other motorscooter of the times was built using the latest weight savings techniques and employing only light weight metals.
Access to the drive line was easily accomplished by loosening two levers. The headlight was directly attached to the steering column, affording the rider a clear view while negotiating curves at night.
The whole design was clean, attractive and rather macho, attracting the man of the family, before the male & family destroying disaster of lesbo-feminization.
The strength of the chassis allowed the installation of a full-size Steib side-car, not a specially designed light weight variety.
This made the vehicle an ideal family affair, comfortable, safe and powerful enough to travel fully loaded with three persons and luggage all day in extreme heat uphill at 55 mph or better. The name of the designer was Gottlieb Gassman and a progressive man he was indeed!
The Progress-200 sold well, but when motorscooter business tapered off, the company decided to stop production in order to return to making heavy duty steel parts for industry, assuring the economic survival of about 500 employees.
8. Schweppe – Pirol
This was an important design and a mile stone in the German two-wheeled industrial development, still competitive today, after all these many years, in the case of the Schweppe-Pirol, 50 years! It was the very first motorscooter of German design and construction, being introduced in 1949, a time when the Italian concept of the motorscooter was as yet an unknown factor generally speaking.
In 1951 they came out with their definite design, a scooter of exceptional characteristics. It owed very little to any other design, much like the Achilles, or the Heinkel – this was an original. The motor was a Küchen designed machine of 200-cc according to the two-stroke principal, not normally a Küchen specialty. The transmission had four speeds, front suspension was by telescopic means whereas a swing-arm suspension handled the rear wheel.
The body design was absolutely original, ruggedly good looking, neither feminine like the Italian Vespa, nor macho like the Heinkel, just right according to my aesthetic conception.
The front fender had a regular, heavy, chromed bumper built in (besides it being a good idea, it represented great styling) and the headlight was integrated smoothly into the top of the front fender, a spare wheel was standard equipment. The stylistically highly successful headlight-fender combination enabled the rider to view the curves ahead extraordinarily well at night, a serious safety consideration, particularly for a machine designed with the ‘family’ in mind. The machine was also fully side-car capable and could be driven at top speed, fully loaded, no matter the temperature or the mountainous landscape.
It wasn’t only the very first German motorscooter design, but the Schweppe-Pirol inspired many other German designs to come later with its individuality and its purely Germanic character.
The company was small and it appears, it was unable to withstand the better financed, larger competition. As a consequence, they had to stop production of this fine machine in 1954. Whatever happened to the factory I have been unable to find out.
An entire book has been written about this make. Unfortunately I have been unable to locate a copy of it, even though it was published until about 3 years ago.
Kleinschnittger was an amateur engineer, a tinkerer in the time honored tradition of the great American designer Buick for example. Starting in 1939, at home in his garage, he collected every conceivable piece of material, wheels, bearings, metal pieces, glass, you name it, in order to built that which he considered to be a viable small car.
In those days, very small cars were a rarity in Germany, even though one could still get the Goliath Pionier 3-wheeler, the Framo 3-wheeler and the Tempo 3-wheeler as a ‘car’, but unlike in the 1920’s and early 1930’s, rarely did anyone ever buy these. To Kleinschnittger, this was a shame and he thought (maybe rightfully so) that one of the reasons for this was the delivery-truck like ride of the vehicles mentioned. He wanted to design and built a ‘real’ four-wheeled Micro Car. This dream became reality after the war.
He began tinkering with his basic design as early as 1947 and by 1949 had built a functioning, even if somewhat rough, Mirco Car with a dimunitive air cooled Ilo engine of 98-cc coupled to a three-speed transmission mounted above the rear axle being inspired by the 1931 Borgward-designed Goliath Pioneer.
This ‘car’ (actually the Spanish ‘carito’ would have been more fitting!), had fenders which came from a wrecked Wehrmacht motorcycle, the windshield was from a downed fighter plane of undetermined nationality, and the various other components came from an equally large variety of sources! This little car travelled a maximum speed of 30 mph, fully loaded with two people on board. There was no space for lugagge. It looked suspiciously like one of those electric toy-cars one encounters at county fairs – but it ran very well and was legal transportation, incomparably better than many a small motorcycle on the roads back in those terribly, terribly hard times when Germany at large was starving.
It was reliable and most of all - it was feasible in a country which the victors of WWII had transformed into a giant concentration camp, with some vegetating on starvation rations while millions were left to starve. These indisputable historical facts, swept under the rug by todays corrupt politicians must be considered when discussing the creations of men like Kleinschnittger, or Fend, or any of the other intrepid spirits who refused to cave in to the human-rights abusing, murdering and plundering hordes from east as well as west.
Of course Kleinschnittger was constantly improving and changing his little car until, at the beginning of 1950 it was ready for production. His new creation was entirely different. Despite its tiny size, it looked like a real car, not a toy. It was an extraordinarily well designed sports roadster in the traditional sense, with a front mounted single cylinder two-stroke air cooled 125-cc Ilo engine coupled to a four-speed transmission. Its low belt line made doors superfluous, one merely stepped into the car. All unnecessary things had been eliminated, the body was built of aluminium, eliminating the ever-present rust problem and giving the car an unbelievable low eight of 150 kgs, practically the same as a regular motorscooter. The frame too was built of light metal, simple but sturdy, the weight distribution was a perfect 50/50 and power was transmitted to the front wheels. The suspension was simplicity in itself, and all wheels were independently sprung.
In short, small it was, light it was, but it incorporated modern engineering ideas usually reserved for designs of large, well financed design studios.
Kleinschnittger was helped a great deal by Walter Lembke, a salesman from Hamburg, whose encouragement and assistance was instrumental in forming the Kleinschnittger Automobil Company. Lembke, like all good salesman was an optimist who saw in Kleinschnittger’s creation the future. Ilo, the source of the engines, was less than enthusiastic, until they saw and drove the little car.
The good performance and roadholding, great looks, light weight and astounding quality of the proto type was such, that Ilo was convinced of its future success and agreed to deliver as many engines as Kleinschnittger needed. The little car was dubbed; ‘Kleinschnittger 125-F’ the ‘125’ referring to the engine displacement in cc’s and the ‘F’ to the front-wheel drive. The little car achieved remarkable succes on the market place due to a variety of reasons, to whit - good looks, relatively good performance (50 mph, fully loaded, up and down any road, all day long without missing a beat), low fuel consumption ( 2.5 litres of gas over a distance of 100 km, this amouted to about 65 mpg!) and utter reliability. The design was foolproof, the quality was impeccable and the Ilo motor was one of the very best available anywhere. It was what in America one refers to as a ‘bullet-proof’ engine.
One of the design features was the simplicity with which the windshield was attached to the body, an idea copied 10 years later by the British with their Austin-Healey Sprite and MG Midgets.
The Kleinschnittger came in a variety of highly attractive colors, ranging from plain white to turquoise, to Chinese Blue, Prussian Blue, light green and bright red. The convertible top (an extra cost option) was permanently installed when ordered (other then with the British roadsters of the time) and easily put in place (other then with the British counterparts, whose tops were no more than very poor jokes played on the customers). I know, having owned an MG Midget (nightmare) and two different Triumph TR3’s (fun cars, real rockets, but primitive to an extreme.)
The road holding of the Kleinschnittger was exemplary. Fritz Fend once challenged Kleinschnittger to a duel, he driving a Messerschmitt Kabinenroller KR200, and Kleinschnittger, the diminutive ‘F-125’. Well, the Kleinschnittger won! Out- slaloming the Messerschmitt and taking curves with breathtaking aplomb. Kleinschnittger knew the value of competition and modified one model with a specially designed Ilo 150-cc engine for such events.
Kleinschnittger entered his cars in international Rallyes in the ‘Below 1 liter Class’ with more success then one would imagine. In one such Rallye (Barcelona to Lisbon and back) the Kleinschnittger, incredible as it may seem, finished second to a Porsche 356-C outperforming a plethora of cars (Fiats, Fiat Abarth Specials, Hillmans, Panhards, MG's and a slew of others) some with five to six times the engine displacement!
It was around the middle 1950s that Kleinschnittger developed and marketed one of the cutest, most efficient city scooters ever put on any road. This little miracle was the only one, which was truly competitive with the aforementioned ‘Binz’.
It was powered by a 50-cc Ilo two-stroke engine, was simplicity in itself, easy to maintain, ride and lovely to look at. Marketing considerations however precluded the scooter going into full production. What a shame!
The increasing prosperity in Germany called for a larger, more powerful car, so he went to work designing the Kleinschnittger F-250 and the F-250-S. Both cars, especially the latter were great looking coupes with fibreglass bodies, three seats and air cooled 250-cc Ilo twins. These cars employed the Egon Bruetsch originated manner of building a car made up of two fibre-glass shells, a fabulous, fool proof system. The F-250-S came out absolutely great looking and being powered by the excellent Ilo 250-cc twin (another great, bullet-proof Ilo design), coupled to Kleinschnittger quality, what could have been finer? However...
Strange things began happening around Kleinschnittger. He began having serious problems with his dealer network, what with the dealers clamoring for more powerful cars, demanding them quicker and all sorts of other seemingly non-sensical problems. Even though his larger cars were being readied for delivery, it appears a conspiracy of dealers and his bank worked against him in ways he was unable to even comprehend.
One of the reasons for the dealers animosity had been his treatment of their councils. They considered him to be impervious to their wishes and thought him to be arrogant and dismissive. Whether this was so, I have no way of knowing. All I do know is, that he was forced into bankruptcy by his bank, which demanded payment in full for all outstanding debts. Anyone familiar with business knows, that such a tactic will bankrupt anyone.
In reality, applying normal business standards and practices, Kleinschnittger was as financially healthy as could be! His networth, conservatively assessed, was over one million Marks, whereas his debts amounted to a mere DM 300.000. To declare such a company bankrupt is a judicial crime, pure and simple and that is precisely what they did; they committed a judicial crime by forcing a perfectly well-going, well-run concern out of business. Exactly who was behind this and why it was done is a mystery to me and also – what kind of system permits such a judicial perversion, such injustice? A jew-designed system, that's what!
Throughout this essay runs the same refrain like a Leitmotiv – the plunder of German technology, the disappearances of time-honored German companies, the failure of the government to stop these acts of international thievery and the apparent complicity in those acts by the very people who were elected to represent German interests. The refain is so often repeated, that some people will disbelieve its veracity.
Many people will find my terminology, my directness, my calling 'a spade a spade' offensive, but so be it. A thief and a liar is always offended by being called a thief and a liar, and the reader who is offended by the veracity of this is ... well, 'birds of a feather' ... .
I have thought about this in depth and have come to the irrevocable conclusion that I am right – we Germans are being destroyed from without and from within by truly evil forces, so evil, so foul that for the average gullible German, these things represent an impossibility -- That can’t be! I wish it weren't so, but sorry, not only can it be, it is.
There is simply no other plausible explanation. Had German industry built inferior products, had they had a poor reputation internationally, had they been cursed with a ‘work-force' like the one in present day Detroit or South Chicago, they would have deserved to disappear.
But none of these things hold true. Simultaneous with the disappearance of German motorcycle, motor scooter, optical and numerous other manufacturers, Japan appeared on the same market place and had no trouble selling their products.
This despite the indubitable fact, that until 1955 Japan didn’t have a motorcycle industry, didn’t have an electronics industry, didn’t have an optical industry.
The only industry they had was building third-rate bicycles, using 1920’s British technology. The (justifiably) highly touted Mitsubishe Zero Fighter was designed by engineers who had studied in England and used an American engine! In 1964 fresh out of the US Army, I walked unto a Used Car Lot in Redwood City, Ca., looking for a replacement for my disastrous 1962 MG Midget. I saw an awful looking contraption, a four-door sedan with a solid (!) front axle and an engine which appeared to be 1925 vintage. It was so ugly and primitive, it was fascinating, sort of like a circus freak one can't take ones eyes off. I asked the salesman what on earth this was and he informed me of it being a 1958 Toyopet from Japan. Had I not seen this mechanical throwback, I wouldn’t believe it. Toyopet changed their name to Toyota around 1965. When I state Japan’s industry was mired in the 1920’s until about 40 years ago, I am not joking. Not only was it mired in the 1920s, but it wasn’t theirs in the first place! That much for ‘Japanese technology’.
But it seems to me, they were given the green light to plunder German technology, Germany was told not to interfere, ‘or else’ and subsequently they were permitted to enter the European markets, using patently unfair labor and trade practices, giving them an incredible advantage.
Concurrently, German manufacturers received no protection whatsoever from their government from predatory incursions into their market, were starved of funds and were simply put, strangled by forces totally beyond their control.
I think the Kleinschnittger debacle is a prime example – a financially healthy company, directed by a head-strong individualist, producing original and high quality machines, forced into bankruptcy despite having a net worth of 220% of their outstanding debts.
If I sometimes use an offensive tone and call thieves thieves, I do so in the full and certain knowledge, that predatory thieves they were and nothing better, whether British or Japanese or American. A thief is a dishonest predator living of the labors off someone else, no matter what he looks like or whatever language he might speak.
No one who knows German products from that time doubts their superiority and originality on every level. This even applies to heavy duty trucks, another German industry which has for all intents and purposes disappeared. Ask any fireman, anyplace which fire engine he prefers, a 1984 Magirus-Deutz or a 2004 Iveco (for example) and he’ll opt for the Magirus Deutz every time. I know, I’ve tried this. What happened to giants like Buessing, Magirus, Hanomag, Faun, Südwerke et al? How can it be, that an entire industry producing superior products disappears with nary a trace? These makes were represented on all continents and had earned an impeccable reputation as being virtually indestructible. Buessing for example was Europe's leading truck and bus manufacturer in 1961 and went bankrupt in 1965. Excuse me? No one can point to a logical explanation. No One!
Market forces? No, I rather think Evil forces.
To add salt to the wound, the Japanese have put such restrictions and such monstrously high taxes on German products, that it is virtually impossible to sell anything there, unless it’s a Mercedes or an Audi to a Japanese multi-millionaire. If they are permitted to charge such import duties, why can’t Germany do the same? Where is the German government?
Is it true the last German government is the one which was torture-murdered in Nürnberg in 1946? It certainly appears so!
During the 1990s Mannesmann, one of Germany’s industrial giants, builder and designer of turbines, engines, transmissions, every type industrial machinery known to man and all of it world-leading, was ‘sold’ to Vodafone of England.
Who is behind Vodafone?--where did ‘Vodafone’ come from?--what do they manufacture?
From where did they get the money to buy a gigantic industrial enterprise?--why did they buy a company which had precious little to do with their market (telephones)?
What is this perversion called ‘Hostile Take-Over’? Who invented that? Who is benefiting from such a monstrous act? Well, it isn’t the workers or the shareholders, I guarantee that!
And THAT abortion isn’t a GERMAN invention, I guarantee that as well. We, even though forever maligned and defamed, invent things that benefit mankind.
Who invents things which benefit a small group of manipulators at the expense of the host nation?
Well folks, it’s called ‘Der Ewige Jude’.
Mannesmann had shown a positive balance sheet for years. It was a money maker. It was a prestige maker. It was the employer of 45.000 (that’s forty five thousand!) highly trained, well paid employees and it was ‘sold’ for no apparent reason, other than to destroy Germany. One year after this outrage the name Mannesmann disappeared forever.
It would behoove Mercedes, et al, to pay close attention!
If it can happen to -
1. Mannesmann (turbines, various machinery),
2. AEG (electronics of every kind),
3. Grundig (at the forefront of stereo-, radio technology and styling),
4. Dornier (one of the premier airplane manufacturers since the 1920s),
5. the entire German motorcycle-motorscooter industry (great stuff on every level)
6. almost the entire German heavy duty truck and earth moving machinery industries,
7. the entire German electronics industry (Germany was world leading),
8. the entire German optical industry (Germany was world leading),
9. almost the entire German fibre industry (Germany invented synthetic materials),
10. Telefunken (THE premier manufacturer of microphones, unquestioned world- leaders in recording technology)
11. And NOW in 2004 maybe even Opel (one of the oldest automobile and truck manufacturers in Europe)
12. And the list is literally endless ...
- then It surely can happen to Mercedes (inventors of the automobile), because never forget, traitors are only smiled upon as long as they are useful idiots – then they are discarded like the trash that they are. Mercedes has already started disappearing – they changed their name to Daimler-Chrysler with repulsive servility toward their bankrupt American ‘acquisition’.
Today, October 14th. 2004, the BBC London aired the news, that Opel of Germany is going to lay off thousands upon thousands of workers within the next year. GM has allegedly ‘lost patience’ (the words of BBC) with Opel management and demands profits.
The BBC, in typically dishonest Jew-corrupted British fashion, didn’t report that Opel has been ruined by GM laying handcuffs on the German management team and saddling them with a certain Sr. Lopez as their ’leader’. Imagine, a German company being led by some turd-world Affirmative Action clown! This certified cretin destroyed not only Opel, but all the various vendors as well by his irrational demands for lower prices.
The result was that the vendors sold inferior products to Opel, who in turn suffered a terrible backlash in terms of prestige and reputation. Lopez was send packing and Opel hired a manger from BMW who has done his best to repair the damage, but he can do only so much in a year. Now GM, the morons who caused the catastrophe, ‘are losing patience’.
Quasi every Chevrolet sold on the South American continent is an Opel design, Corsa, Vectra and Astra. Hugely successful on the market, but the money goes to the USA of course (under the name of Chevrolet), not to Opel which designed these cars.
A few short years ago, Opel built a huge new factory with the latest computer technology, now all of a sudden, we are told, they are inefficient (inefficient Germans?) and have gained a bad reputation. Excuse me, but Opel had the nickname in Germany of ‘Der Zuverlässige’ – The Reliable One’, they had a stellar reputation worldwide, until GM decided to hire a turd-world Affirmative Action clown as the head of this once magnificent company.
The German highway patrol drove Opels for years, because they were fast and reliable. The Chilean government imported 3-litre Opel Omega V6 models especially to give to the police generals. They could have imported Citroens, Buicks or anything else. The Opel Omega was sold for years in the US as a Cadillac. Years ago every Korean Daewoo was based on Opel technology, as was the American Saturn, the English Vauxhall and who knows what else! Opel reputation and reliability go back all the way to the 1920s, when they were the first ones to make and fly a rocket powered air plane! What is happening here? Another ‘Mannesmann’, by different means? I smell a rat, particularly since the German government has been suspiciously quiet about this whole affair. Imagine, a country which has been hemorrhaging jobs and entire world-leading industries for decades and the government sits still and has the nerve to talk about job-creation and when a disaster such as the Opel-disaster starts to happen, they say and do nothing. That is criminal and there’s no other way to describe it. What will happen in the future? The New World Order (Jew-Tyranny) as we know it today will disintegrate all by itself, much like the former Soviet Union did. No system built on lies can survive.
No system built on the ruthless repression and exploitation of the most creative country in Europe, can survive. It’s simply too unhealthy. One cannot take a superior boxer, put handcuffs on him and let him get beat up by mediocrities. Eventually the boxer will find a way to remove the shackles. The genetic stock of us Germans is still intact to a large degree and is merely slumbering. One day, someplace, possibly in the former East Prussia, it will re-awaken and start anew, building, creating and living proudly. Much of German stock, maybe 70% is useless, has been made useless, has been corrupted. Their soul has been amputated, but there still are some of us left, a few millions at least and that’s all we need to survive. If we have a strong ally in Russia, if we think, ‘the color of our skin is our uniform’, this scenario is a distinct possibility.
I pray to live to see it.
Gerry Frederics – 07.07.2005
History on trial. Reporter: Tony Jones
Australian Broadcasting Corporation
TONY JONES: With us now is the academic and historian, Deborah Lipstadt, the author of History on Trial.
Thanks for joining us. It seems to be the strangest thing of this case is that it was brought in the first place, the very basis of it that David Irving would actually claim that you had defamed him by calling him a Holocaust denier when that's what he was actually most famous for.
DEBORAH LIPSTADT: That's right. It's very strange. It is strange because much of what we know about him now, in terms of his denial, in terms of his racism, in terms of his anti-semitism, we'd never have known had he not brought the case against me. I never would have sued him - I had no grounds - but I don't believe in suing people for their historical views, even if those views are complete bonkers. His are. He came after me knowing full well that - he should have known full well that we would expose him as the liar that he is.
TONY JONES: He had been denying it from 1988, I think. He said there was no overall right policy to kill Jews. There were no documents whatsoever to show that the Holocaust had ever happened. Hitler was the best friend the Jews had ever had.
DEBORAH LIPSTADT: Outrageous statements, but no-one had ever challenged him, no-one had ever tracked his footnotes. That's not what historians do. Historians generally try to find new information to uncover dark places that we don't know about to shed light on unknown events in history. They don't go over and look at someone who is clearly lying and say, "Let me show you how he is lying." He forced us to do that.
TONY JONES: Bearing that in mind, Irving defended himself here and in his opening statement to the court he promised to prove that the gas chambers in Auschwitz were nothing but fakes built by Poles after the World War 2. He obviously was setting out to prove a point and that point was denial.
DEBORAH LIPSTADT: The point was denial. There were such inconsistencies. At one point he was arguing, "I don't deny", but then he's pointing out and trying to set out to prove denial. I think what he was doing is show to someone - let's say a parent brings a child into the emergency room and the child is completely beaten up and someone says, "Who did this?" and the parent said, "I did." They say, "That's child abuse." The parent says, "No, that's discipline." He's trying to reinvent, redefine and then say, "I don't do it." It doesn't have a logical consistency. He should have realised this before. We were able to prove that and point it out over and over in the courtroom.
TONY JONES: Let's go through a little bit of what he tried to base his case on. When it came to Auschwitz, he relied very heavily on the committed Holocaust denier, a man called Fred Leuchter, who claims to have gone to Auschwitz, gone to the gas chambers, chiselled out little pieces of concrete, put them into his underwear and took them back to the US and sent them off for chemical analysis to prove whether or not there was cyanide actually contained within them. That was the main piece of evidence.
DEBORAH LIPSTADT: That's his main piece of evidence. Leuchter was in Auschwitz and did take these chunks and illegally went in and hacked them out of the walls of the gas chambers. What he did is he took chunks of concrete, pretty thick chunks, out of the homicidal gas chambers where people were murdered and out of the walls of the rooms where clothing and articles were deloused with the same gas. And he brought them back to Canada and sent them to a lab which does industrial testing and the lab pulverised the chunks and found that in the places where the clothing and objects had been deloused, there was a much higher residue of HCN, of hydrogen chloride, than there was in the places where people had been killed. Leuchter said, "Eureka! More residue where clothing was deloused than where people were killed. This is impossible. Nobody ever died at Auschwitz."
TONY JONES: You were forced to counter this kind of argument to produce your own counter evidence?
DEBORAH LIPSTADT: Well, yes, exactly. We were forced, but this one was an easy one to prove. The fact of the matter is it takes much more gas to kill lice than it does to kill humans. So you should find a greater residue. Showing that Leuchter didn't even know the basic principle on which he was building this great report. Irving read the report in '88 and overnight said, "Aha, I've seen the evidence. There were no gas chambers." He was just looking for evidence and he took the flimsiest evidence - of course there is no evidence, but took this flimsy evidence and tried to build a whole house of cards around it.
TONY JONES: The title of your book History On Trial, as we've just suggested in the piece that preceded the interview has a double meaning. Your main job was to actually prove that Irving was an historical charlatan, that he was essentially a liar. But you had the other incredible burden, it seems to me, this legal burden of having to prove the Holocaust actually happened. How did you actually go about doing it? I know you had experts.
DEBORAH LIPSTADT: We really weren't setting out to prove the Holocaust happened. What we were proving is that this man had the documents, knew the truth and lied about them. In the course of doing that we were showing that these things happened, but our objective was to prove this man is a liar. The irony is - let me just build on your question - the irony is my greatest concern was about history in the courtroom because history doesn't belong in the courtroom. History isn't adjudicated like laws and cases are adjudicated and yet it fared well in this case. Part of why we fared well in this case a is we had a magnificent judge. We had terrific expert reports.
TONY JONES: Turned out to be a matter of evidence, didn't it?
DEBORAH LIPSTADT: Most of all we had the evidence. Most of all we had the evidence, we had the facts. There were no Perry Mason surprises. We pointed out that in every - not most, not many, but in every single point where this man talked about the Holocaust, he either invented, lied, obfuscated, misinterpreted, twisted documents, changed dates, changed sequence, something, always to move in one direction - exoneration of Adolf Hitler; making it look like the Jews deserved what they got or they had been wrong and making it look like what happened didn't happen.
TONY JONES: Let's go back to Auschwitz for a moment because you and your team went there. In fact, you went there with your barrister at one point. He cross-examined your expert witness on the spot which must have been extraordinary.
DEBORAH LIPSTADT: This was a couple of months before the trial and I was really at the height of my nervousness and concern and stress and we were standing in the delousing chamber and he begins to cross-examine our expert witness and the questions to me sounded so hostile that I suddenly burst out - there were about six of us - "Why are you asking those questions?" He got quite cross with me. We were very good friends and I'm a tremendous friend of his, Richard Rampton. He said, "I have to ask these questions." I pulled back and I just thought, "Oh, my God, this is going to morph into did the Holocaust happen trial, prove the Holocaust." Essentially what he is doing and now it is obvious to me I feel quite stupid I didn't see it then, he was preparing our expert witness for cross-examination. He was asking the questions that David Irving was going to ask him and of course that's what was what was going on.
TONY JONES: Considering you had to go back over the evidence, your expert witness comes up with some amazing facts that some of us just simply didn't know. I didn't know, for example, that the architectural plans for Auschwitz actually survived to destroy all documents. Tell us about that.
DEBORAH LIPSTADT: The Germans right before they abandoned Auschwitz in January 1945 destroyed documents, destroyed archives. They forgot that there was a construction shed which had been used for when things were being built, when things were being designed and it hadn't been used in a number of years because they stopped building at Auschwitz for quite a while. It was just left and the chaos of that retreat, it was just left. There we found the working drawings torn, tattered, marked with little - obviously taken out on someone's arm to the site and we found the drawings and the plans for the gas chambers and the crematorium.
TONY JONES: Which actually showed the transformation -
DEBORAH LIPSTADT: Yes, that's the amazing -
TONY JONES: - of a concentration camp into an extermination.
DEBORAH LIPSTADT: Into a death camp. In a canal, which was the death camp, there was originally built crematorium, according to German civil law every place there is a crematoria and in the bottom were morgues because according to German civil law every place there is a crematoria there have to be morgues. When they decided to use it for gas chambers, they took those morgues and turned them into gas chambers. So doors that used to be a slide - there was a concrete slide because you slide dead bodies down to the morgue on a guerny. When it was determined it would be used as gas chambers, the concrete slide was taken out and steps were put there because bodies are slid, live people walk down. And we found those changes over and over again showing the transformation, showing how it's done.
TONY JONES: And even going down to the gas protected windows.
DEBORAH LIPSTADT: Gas sealed.
TONY JONES: Gas sealed windows - the metal windows - which you actually found, I think.
DEBORAH LIPSTADT: This isn't in the one that was transformed. Later on when they built gas chambers purposely for gas chambers they made them more efficient - no steps, etc. Everything was on one level. Instead of dropping the gas into the ceiling they had small windows 30-40cm through which it would be thrown. We found the plans which showed these 12 windows for throwing the gas and then we found the work order, from I think February '43, calling for the production of 12 gas-tight windows, 30 x 40cm. And then later in the store room in Auschwitz 1 - in part of the prison camp - we found three old windows exactly 30 x 40cms, the gas seals still evident and the handle for the window on the outside. If it was a normal window you never would have put a handle on the outside. You would put it on the inside. You would only put a handle on the outside if you want the people who are inside not to be able to open it.
TONY JONES: So once again, it's a burden of facts we're talking about.
DEBORAH LIPSTADT: It's evidence.
TONY JONES: Your barrister, Richard Rampton, he didn't mince words when it came to his opening statement. We've talked a little bit about what Irving suggested in his opening statement he was going to prove. Rampton came straight out and said that Irving is not a historian at all.
DEBORAH LIPSTADT: He's a liar. He's a liar. He proved that. he took one case to demonstrate it. In Himmler's diary - from November 30, 1941, Himmler kept a diary - there's a diary entry of Himmler going to see Adolf Hitler. And when Irving writes about this he writes, "Himmler was summoned to see Hitler and when he appeared there he was told the Jews - the liquidation - there was to be no liquidation of the Jews". What Irving was basing that statement on was a diary entry of Himmler where it said "Jewish transport - one train from Berlin, not to be liquidated." So there was one train that was coming from Berlin that Hitler was telling Himmler was not to be liquidated, possibly because of certain people who were on the train. But first of all, it's one train, it's not everybody. Second of all, if Hitler is saying "Don't liquidate this train, stop the liquidation" - you only stop something that's already going on. But for Irving this is proof that Hitler was saying there was to be no liquidation. It's a complete misreading of the evidence and misleading of his readers.
TONY JONES: Now another of your expert witnesses who we've had on this program, Richard Evans, took on the job of cross-checking through all of Irving's historical text and there are many of them, including the Bombing of Dresden and so on and so forth. He found in the cross-checking of quotes and references there were an extraordinary number of mistakes.
DEBORAH LIPSTADT: He found - it is very interesting. Before Richard Evans began his work we were having dinner one night in London and I said you ought to make the argument in your expert report that this man is no historian. Richard Evans said to me he didn't think that wise. He said "No judge or jury" - it turned out to be just a bench trial. He said, "This man has written 20 books on history, nobody will think he's not a historian." So I dropped it. When I get his expert report - his magnificent expert report, which has been turned into a book Telling Lies About Hitler, - 10 pages into it he says "There's no way this man can be called a historian". Now why did he change his mind? Because he confronted the evidence. And in every single example relating to the Holocaust where he looked he found some invention, some distortion, something was just wrong and was something to mislead the reader.
TONY JONES: Tell us a little bit about the atmosphere in the trial? How did Irving react as his reputation is taken apart piece by piece through this long process?
DEBORAH LIPSTADT: Well, based on his trial diary, which he would post each night on his web page, he thought he was doing great. He thought the judge was just supporting him. I think he seemed to me to be a man so filled with his own ego that he's blinded by his own vanity and he just didn't see how we were step by step demolishing him: how he was going down in flames. Even on the last day of the case there was a dramatic moment where he looked at the judge and instead of saying, "My lordship" he looked at the judge - a quintessential Brit - and said "Mein Furore".
TONY JONES: But was it a dark joke?
DEBORAH LIPSTADT: No, it was a slip, it was a slip. There were 250 people in the room. The room was packed with reporters. It's the last day of the case and everybody stopped breathing in unison and then broke into laughter. He just looked around - I was looking at him and he didn't know what was going on - and he just kept going forward. I think it was something just subliminal, but it was a quite telling moment.
TONY JONES: One final question, because we're nearly out of time. But I was surprised to read in your account about a prominent Jewish lawyer in London who advised you right at the beginning of this process to settle with Irving and not to go ahead with the case. He wasn't alone in not wanting the trial to go ahead?
DEBORAH LIPSTADT: There were a lot of people who were frightened. Not only British Jews, but particularly British Jews, who thought this would be a win-win for Irving. That even if he lost the case he'd get so much publicity out of it and he'd come out with an enhanced reputation. They were very nervous - "Who was this American who was coming over?" And I said, "Look, he is suing me. I'm not doing this. I'm defending myself. There's no way I'm going to settle. There's no way I'm going to apologise." And sometimes it was a lonely fight, because people were questioning what I did. But even this man in the end apologised and said I was wrong and you were right.
TONY JONES: Deborah Lipstadt, we thank you very much for taking the time to come in and giving us this account, in 15 minutes, of a very long trial.
DEBORAH LIPSTADT: Thank you for having me.
TONY JONES: Thank you very much.
DEBORAH LIPSTADT: Thank you.
Letter sent to Lateline 07.07.2005
Dear Tony Jones - any chance of a right-of-reply?
Dr Fredrick Töben
The story keeps on changing!
Lipstadt's triumphalism: Homicidal gas chambers, and all that...another version of events - windows as gas induction holes!
Fredrick Töben asks:
1. Why did David Irving not call Professor Arthur Butz, Dr Robert Faurisson, Germar Rudolf, Fritjof Meyer, et al, as witnesses on the Auschwitz homicidal gas chamber issue?
2. Why rely on The Leuchter Report when The Rudolf Report is now definitive?
Why? Because David Irving is not a Holocaust Revisionist!
The essence of Lipstadt's comments:
1. Germans are just so stupid. They even made gas-tight windows with handles outside, proving that these windows were used through which Zyklon B gas pellets were thrown.
2. Germans are just so stupid. They destroyed the evidence at Auschwitz, then FORGOT to destroy the original plans that prove the gassing story.
3. Germans are just so stupid. They - and other countries - have laws which prevent anyone from challenging Lipstadt's exaggerations, fabrications and outright lies about her allegations that Auschwitz was a death/extermination camp where gas was used to kill men, women and children.
4. Lipstadt is a propagandist of the ... read and evaluate yourself what she is... and remember to ask: Why is Ernst Zündel, et al, who refuses to believe in the 'Holocaust', in prison.
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