Predecessors VW Beatle, Backbone Chassis, Porsche, Ledwinka, Ganz, Giacosa

Fahrwerk

Porsche VW MB Josef Ganz Standard Superior Josef Ganz Tatra Chassis 1923-T11 Fiat, Simca, Steyr
Porsche Steel central tubular frame with steel body (Ferdinand Porsche took this from Hans Ledwinka's Tatra Vehicle).
MB Josef Ganz 1931Due to Daimler-Benz’s wealth, it had the largest workforce of experienced engineers. They constructed a small batch bare running chassis in a matter of a few weeks. The backbone chassis were fitted with all-round independent leaf spring suspension and a water-cooled 1,2 L four-cylinder engine, which produced 18 kW (25 hp), mounted behind the rear swing axles.A small streamlined steel body was later mounted on all chassis. A batch of Mercedes-Benz 120H (Heckmotor, Rear Engine) prototypes was completed. After a series of harsh road tests, the prototypes were proven to be successful. Daimler-Benz decided to renew the contract with Ganz for the development of another rear-engined roadster.Ganz was later contacted by Zundapp-Werke GmbH, Zundapp for short, a German motorcycle manufacturer in Nurnberg, in September about developing a small economy car. There was a problem. Zundapp wanted Ganz to develop a water-cooled five-cylinder radial engine for the car. Ganz, who specialised in building cyclecars around an existing motorcycle engine, had no experience in that field, was unable to offer his services. Consequently, the contract was never signed. However, by Oktober, Porsche was contracted by Zundapp for the development. the construction of the backbone chassis of the 170 H (W 28) with a rear cross-section to take up the gearbox (in front of the rear axle) and the engine (behind the rear axle).
Standard Superior_chassis-1933 Josef Ganz In the summer of 1932, director Wilhelm Gutbrod of the Standard Fahrzeugfabrik in Ludwigsburg made contact with Josef Ganz to discuss the development of a small Volkswagen based on his 1931 Maikafer prototype and various patents. An agreement was reached and a prototype was constructed and tested in the fall of 1932. Like the Maikafer, the Standard prototype featured a central tubular chassis with a mid-mounted engine and independent wheel suspension with swinging rear half-axles. As described in one of Ganz’s patents, the two-cylinder two-stroke engine was mounted horizontally, in front of the swinging rear half-axles, on side of the tubular chassis with the gearbox on the other side. In February 1933, the Standard Fahrzeugfabrik introduced the pre-production model of the new Standard Superior at the Berlin motor show. The revolutionary chassis was fitted with a simple Beetle-shaped bodywork, constructed from wood and finished in artificial leather. While the chassis construction, based on the many patents of Josef Ganz, was praised for its revolutiory design, the bodywork was critized for being a little unpractical. Standard reacted to the criticism and developed an improved body for the production model.
Ledwinka's signature car, the car that set the pattern for subsequent models, was the Type 11 of 1923. It was the first commercially successful application of the central tube frame, which gave far better torsional and bending rigidity than the ladder frames then in vogue. As Ledwinka applied the principle, all forces – engine torque reaction, rear-wheel braking and acceleration, and steering inputs -- were taken out through the tube. The body work merely had to support its own weight and the weight of the passengers.
Fiat 1100 chassis Fur den Fiat 1100 entwickelte Dante Giacosa auf Basis der sehr guten, aber zu shimmy neigenden Dubonnet-Aufhangung des Fiat 1500 eine eigene Variante, die bei gleich hohem Komfort die Nachteile vermied: Innenliegende, in Olbad gekapselte Dampfer-Feder-Elemente, die uber Hebel mit den Achsschenkeln verbunden waren. fahrge steel simca Steyr-Fiat 1945 Lizenzbau Steyr baute nach 1945 keine eigenen (vollstandigen) PKW mehr. Es wurden zwar Prototypen eines neuen Steyr-Pkw gebaut, zur Serienfertigung kam es jedoch nie. Fiat_Nuova_500_prima_serie backbone chassis tubular and independent front suspension, a first for Fiat. It became a rival for the outstanding Lancia Aprilia in the late Thirties.
At least once in his career, Hans Ledwinka (1878-1967) sought to create a rational automobile, with form determined by function and available technology. He was by no means alone in this quest: Porche, Rumpler, Ganz and even the directors of Daimler-Benz worked on parallel lines. In the larger context, the search for a rational automobile can be seen as an extension of the architectural theories of Walter Gropius, the Bauhaus movement, and Le Corbusier, the ex-factory manager who considered houses "machines for living in
Необыкновенные жизнь Йозефа Ганца: еврейский Инженера Фольксвагена
Йозеф Ганц и Фольксваген “жук” - история
Стандарт Улучшенный
Schilperoord " Необычайная жизнь Йозеф Ганц: еврейский Инженер Фольксваген
KdF-Wagen
Рождение народного автомобиля
typ87
Разведывательный автомобиль-амфибия VW-166 Schwimmwagen
Bela Barenyi
Ferdinand Porsche
Volkswagen Kubelwagen
Ferdinand_Porsche
Backbone tube chassis
Хроника, год 1934. Метаморфозы Tatra 77
the construction of the backbone chassis of the 170 H (W 28) with a rear cross-section to take up the gearbox (in front of the rear axle) and the engine (behind the rear axle).
Автомобильная История: рентгеновский взгляд на ГМ х-раме (1957 – 1970)
Автомобильная История: Ганс Ledwinka Революционная Татры
Tatra T111. Двадцать лет в строю
ШАССИ TATRA
Хребет Pinzgauer
Хребет Tatra

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