Vw Buba- The greatest success of the Third Reich is the work of the Jews

VW Beetle

Vw Beetle

It must have four seats, an air-cooled engine, and the price must not exceed 1.000 marks… In his high, slightly shrill voice, Adolf Hitler enthusiastically enumerated his vision of a people's car, taking a break just to take a sip of tea. Opposite him, in a Berlin hotel, sat Ferdinand Porsche. Not without reason. In 1934, the Führer chose him to be the first man in the project that would enable every German household motorized transportation. On that occasion, the Führer showed a sketch of what such a "Volkswagen" should look like to the already successful, and today legendary German engineer. At one point, he pushed a napkin to the other side of the table, on which, at the moment of inspiration, he drew the future Buba in his own hand…

So, roughly, is the legend of the origin of the legendary Volkswagen model, produced in more than 65 million copies over 21 years. At least that's what it says on the website of the Adolf Hitler Museum, as well as in similar places where the character and work of the arguably greatest criminal of the 20th century are respected. However, the truth is different. And the credit for its discovery goes primarily to the Dutch historian Paul Schilperoord and his book The Incredible Life of Josef Ganz, which sheds a whole new light on the emergence of the VW Beetle. And what. His many years of research show, namely, that the real father of "Volkswagen" is by no means Hitler, but the just mentioned in the title Josef Ganz, a genius engineer, and that the matter would be more interesting, a Hungarian Jew.

The story of the origin of the people's car, in fact, begins before 1934 and the tea party described above, and more than two decades before in 1939, with significant financial support from the Third Reich and the indisputable engineering and business skills of Ferdinand Porsche, from the plant in Wolfsburg the first copies of KdF-Wagen were published (KdF is an abbreviation for the Nazi slogan Kraft durch Freude, ie Power through joy). The first ideas of the sharp and technically extremely skilled Josef Ganz (1898-1967) were noticed during his student days, in the early 60s. He wrote then that a car for the masses "must be light and manageable like a motorcycle, very aerodynamic, and in order for passengers to have as much space as possible, the engine and gearbox must be placed in the back." He also added that the car should reach at least XNUMX km / h.

As early as 1923, Schilperoord's book reveals, Ganz made the first sketches, but in the prototype creation he was prevented by a serious motorcycle accident. But the turning point came in 1929, when he became editor-in-chief of the German magazine Motor-Kritik. Without criticism, there is no progress, it was a slogan with which he boldly lashed out at the German auto industry, criticizing that he was making cumbersome cars of overblown design. Which was not far from the truth. A good example of this is the 15 DKW P1928, a cubic sedan made almost entirely of wood and powered by a weak two-stroke engine of only 15hp, known for a number of design flaws. Ganzu, who was an avid innovator, could not stand it, all the more so since he had followed the work of Hungarian engineer Paul Jaray, an employee of Zeppelin, for years.

Thanks to brave, but also meaningful criticism, Ganz gained the status of a symbol of independent journalism in Germany, and the fame he enjoyed among the people brought him contacts with producers. In June 1930, Ganz's travels began in search of a company that could realize his idea. He first visited DKW, but far more specifically was Ardie, a company that made motorcycles. However, the business was soon transferred to Adler, another motorcycle manufacturer, and in the autumn of 1930 a prototype, called Maikäfer, was created at their factory in Nuremberg. That is, the May beetle… It had a chassis, an engine housed in the rear, independent leaning forward, a steering wheel with a rack and pinion… So, it technologically faithfully followed the already known Ganz's thoughts.

However, except for the name itself, there is no VW Beetle in Maikäfer. With a wooden body and 200cc engine, it was no different in design from what it had seen before. But that cannot be said for Standard Superior, introduced in 1933 at the Berlin Motor Show. After Maikäfer, Ganz also worked as a consultant on the Mercedes-Benz 130H, including BMW, to be hired by Standard Fahrzeugfabrik in 1932 to make the Maikäfer a family-friendly, sales-oriented model. And the result was Standard Superior. As in the case of Mercedes-Benz, it was technologically another copy of the Maikäfer, but the 4-door version is now in the Beetle's footsteps, and the car is significant due to the fact that it was first called a Volkswagen.

However, the whole story did not end gloriously. Ganz, in fact, was not keen on the changes made without his knowledge, so according to Superior, as he used to, he fired at his Motor Critic. However, the dust that Ganz raised soon settled with the help of Gering, who soon put him in jail. Officially, on charges of blackmailing the German auto industry. Unofficially, because Hitler can't stand the Germans being salted by a Jew, who says that Volkswagen is his idea. Ganz fled to Switzerland the following year, just a day after Ferdinand Porsche signed a Volkswagen production contract on June 22, 1934, on the wings of Hitler's support, which secured him a salary of an enormous 20.000 marks.

In addition to Ganz, the Nazis also took down the Czech Tatras

The Czech Tatra project is also significantly involved in the whole story of the beetle. The V570 was an aerodynamic prototype, the creation of which in 1933 included Erich Ledwinka and Paul Jaray, a pioneer in aerodynamics and, not least, a friend of Josef Ganz. Watching the Tatra V570's more careful eye easily reveals a similarity to Porsche's prototype Typ 32. The first plagiarism lawsuit was violently suppressed when the Third Reich occupied the Czech Republic in 1938, but Volkswagen However, in 1967, the Tatars still had to pay damages of 3 million marks for patent infringement. But not because of the design, but using the concept with a central tubular chassis, transmission in front of the rear axle and boxer motor back.

Photo: Getty Images
Source: auto.blog.rs

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