Those who went to the Regensburg Rally in September 2000 were delighted to see a Fend Flitzer driving through the streets under its own power. Owned by Robert Eder from the town of Weilheim in Southern Germany, this car is in almost original condition. Built in 1951 and equipped with a 4.5hp Reidel engine, it successfully negotiated the route to Regensburg town centre where all the cars were displayed.

Fritz Fend was obviously proud of this rare example of his early work still in existence and posed for photographs before the assembled crowd. During the Rally, Fend was asked to give some talks about the development of the Flitzer, 175, and KR200. He politely avoided questions about production numbers and dates of detail changes concentrating instead on accounts of how the Messerschmitt was born out of the Flitzer.

Fend spoke of the time, just after the war, when the Americans were in control and Germany was governed Henry Morgentau who was chief of the Finance Ministry between the years 1944-1955 -. Germany was to be reduced to an agricultural state, deprived of the means for industrial production. As Fend put it: “We were simply to have a roof over our heads”. By 1946, the Americans perceived a greater threat to the East from the growing power of the Soviet block and the draconian de-industrialisation plan was gradually abandoned.

Fend set up a manufacturing operation in Rosenheim where he began to develop a vehicle that could be built in spite of technical restrictions. These vehicles gave mobility to many ex-military men who had suffered limb amputations. As a result the Association of German War-Wounded (VdK) noticed his work and this provided the support he needed via the Americans.

In.June 1948, the first Flitzer ran through the streets of Rosenheim and by September 1948 the prototype of the power driven Flitzer was created. In March 1950 the 2.5 h.p. Fichtel and Sachs engine was replaced by a 4.5. h.p. Riedel engine. This engine is almost egg shaped in construction and was first used in the famous ME262 Jet fighter-bomber. The small physical size allowed it to fit within the confines of the jet engine nacelle where it was used to start the turbine. It is fitted with a hand starting mechanism operated by a key inserted into the side of the engine. When used on the Flitzer, there is a mechanical linkage to a foot operated starter pedal located next to the drivers right foot. It can also be started by using the “key” always a source of amusement as it appears that the car is being wound up like a clockwork mouse! Reliability was convincingly demonstrated by a drive over the Grossglockner Pass. By December 1951 around 150 of the 4.5 h.p. Flitzers had been delivered, and the existing site in Rosenheim could not meet the heavy demand.

Fend searched for an alternative manufacturing site and eventually discovered Regensburg Steel and Metal Construction Company (R.S.M.) in Lilienthalstrasse, West Regensburg. There Fend worked on a larger version of the Flitzer capable of carrying two people. Unveiled in March 1953, to great public acclaim and with a F & S 175 engine, the KR 175 was born. The great Messerschmitt story had begun!

When restoring a Messerschmitt, many members will want to reproduce the original colour. This can usually be found by removing the windscreen or dome frame. If you suspect the lifting section may not be the original, further clues can be found by removing the wings and scraping away the paint normally not exposed to light. Few Messerschmitts have been through the kind of extensive restorations tackled in the last ten years and so many of these clues will remain. If you really do not want to restore the car to the original colour, or it has been assembled form parts of others, you should choose an original colour from those listed on the charts. Owners of pre-1957 cars will need to do extensive research as these are not included in the FMR chart. The excellent colour photographs in Jens Kron’s Scneewitchensarg book, (available from Partsmart), provide a valuable source of reference. Remember, the colour photographs provide only a clue to the colour because colour photographs from that era are not too reliable. It is also a fact that paint suppliers in that time did not have the sophisticated colour matching techniques that exist today. Therefore, shades can vary within the production run.

The paint codes and colours given have been matched to those on the FMR colour chart. As you can imagine, some colours (e.g. reds, whites, metallic blues, etc.) have a wide available range. Turquoise and rose are examples where there is less choice. This means we can achieve an excellent match on some colours but not on others. Where colours do not match exactly, the specific variation from standard is described. It should be remembered that these differences are relatively small and are difficult to detect.

If you choose one of these colours, make sure you give the body shop or paint supplier, all the relevant information given in the table. This is important as some car manufacturers such as Ford, re-use paint codes for different model years. The final code consisting of one letter and a four-digit number, is a Dupont colour mixing code and can be cross-referenced by other paint manufacturers. This will be particularly important if you choose Rose which has no references, but goes by the Isuzu name.

If you choose one of the colours that does not have a matching production colour, but would like to achieve a closer match, you should buy the Partsmart colour chart. Take the chart, together with the information from this article to your bodyshop or paint supplier. They can then mix the given colour adding an appropriate tint to match the colour on the Partsmart colour chart. However, it should be noted that the differences are very small and only you can decide if it is worth the extra cost, time, and trouble.

Finally, some comments on the selection of paints: Avoid using the cheapest paints if the finish is to last. The Messerschmitt does not usually require more than two litres of top-coat paint and therefore you can afford to buy the best. Glasurit’, Dupont’, and Churchill’s’ paints have all produced good results but all were ‘two pack’ and unsuitable for home spraying. Two pack paints contain known carcinogens such as Toluene and Xylene. There are also toxic substances, which build up in the bloodstream with prolonged use causing a slow and painful death! Special breathing apparatus and facemask must be used during spraying. Do not risk your health by using them, leave it to the professionals. The durable finish of two pack paints is worth the extra cost. It remains slightly soft and is more resistant to scratches, cracking, and atmospheric pollution.

If you are painting your Messerschmitt yourself, use one system for both primer and top coats. Some paints are incompatible and can react with each other with alarming consequences. Home spraying usually means using cellulose based paints and these require great care in preparation and multiple coats to achieve a good finish.

Many modern cars use a clearcoat or lacquer paint system. The pigmented layer of paint, whether a solid colour, metallic or pearlescent, is covered with a layer of clear paint to provide a higher gloss and a “deeper” look. It also offers a high degree of protection form fading due to pollution and sun exposure. This is why few metallic finish Messerschmitts survived the sixties without a re-spray ‘ usually in a non metallic colour. Any painted surface, even clearcoat, is vulnerable to scratches and oxidation. In the past, abrasive rubbing compound could be used to polish out these imperfections. Clearcoat is generally thinner but this depends on the amount applied. Using abrasives is more difficult and removing too much paint will leave the pigment layer exposed, necessitating a respray with more clearcoat. The recommended procedure for oxidation and haze is to use a chemical cleaner or cleaner wax. Light scratches can be buffed out with very mild polishing compound. Do not use rubbing compound on a clearcoat finish. Scratches that go through the clearcoat layer cannot be polished out, respray the entire panel.

A respray with thorough corrosion protection usually requires a total strip of the car. All trim is removed and the car should ideally be stripped of all parts. Removing the trim will save a substantial amount of money in bodyshop hourly rates. Advise the bodyshop where the trim holes are and ask them to avoid completely filling the holes. They can be opened up afterwards with a small drill while avoiding exposing the metal. The metal panels can then be sand blasted, (make sure you use a company experienced in blast cleaning cars ‘ industrial blasters will turn your car into metal lacework!) This will allow a thorough preparation using etch primer and other metal treatments. If you want to keep it original, the interior parts were painted in grey primer with just a light coat of mat black. However, there were many variations in this finish. It is much easier to paint everything the same colour but do not forget the exposed areas under the rear seat backrest need to be black to avoid a clash with the upholstery colour.

1958 to 1964

https://messerschmitt/?attachment_id=3020
Messerschmitt Original Colours Manufacturers reference / shade Dupont CODE
Polarweiss (polar white) Citroen – Peugeot 97-98 EWM Blanc Cygne F4892
Platingrau (platinum grey) Mazda 86-89 GY Cecile Grey H9005
Lichtblau (light blue) Fiat 85-86 485 Azzurro Chiaro N8684
Sonnengelb (sun yellow) VW/Audi 88-89 LY1A Ginstergelb H9053
Türkisgrün (Turkish Green) Nissan 85-86 450 Turquoise H8692
(Nissan colour is slightly more grey)

Rose Isuzu 89-90 Peach W9032
(FMR colour is slightly more brown)

Korallenrot (Coral Red) Fiat 95 590 Arancio F1416
Monzarot (Monza Red) Fiat 88-89 140 Rosso Corsa G9086

Metallic Colours
Aerosilber (Aero Silver) Skoda 90-94 9105 Saphirsilver met. L9997
Stratosilber (stratosilver) Citroen-Peugeot 97-98 KRV Vert Romarin met. F4964
Irisblau (Irisblue) VW/Audi 89-90 LAST/Y5 Mediumblau m. L9250
Stahlblau (steel blue) Ford 91-92 T.Deauville blue met. H9680
Graphit (graphite) Ferrari 89-95 906C Nero Mica met. F1785

Road Test – July 1956

The Kabinenroller comes to Britain

Of the many nations to which the Messerschmitt Kabinenroller was exported its greatest success and warmest welcome was in Great Britain. Londoners saw the export model KR 175 on their streets for the very first time in April 1954. A new trend had begun and in time the amazing little car from Regensburg had established itself as a fashionable sight in our great capital city. But it was not merely the novel configuration of the Kabinenroller that aroused interest. The car was new but the emblem on its nose needed no introduction.

31st August 1954: Seen in London this afternoon was this novel two seater in tandem three-wheeled enclosed motor cycle – which is made by the R.S.M. Messerschmitt Company of Germany. It does 50mph and 120 miles to the gallon, and costs approximately £300.

In 1954 you could have asked, anyone in Britain “what is a Messerschmitt ?” and got the reply, “the aeroplane that gave us a lot of trouble in 1940″. That name, the inscription “Made in Germany”, and the world famous Sachs motor was a guarantee of quality. Even today, more than sixty years later, there are people in Britain who still believe the Kabinenroller was the product of the fertile imagination of the aircraft designer Professor Willy Messerschmitt. But in August1955 the arrival of the first vastly improved model KR 200 in Britain and the astonishing news of the achievement by the KR 200 Super of 25 world records at Hockenheim racetrack, revealed the true identity of the ‘father of the KaRo’. Because the Kabinenroller is an entirely original concept and not merely a development of some other vehicle, any consideration of its history takes place within the context of the life and work of its creator, Ing. (formal German title for professional Engineer) Fritz Fend. Fend was at the summit of his powers in the 1980’s and was still developing new ideas as an innovative and versatile designer in the great tradition of Messerschmitt and Porsche. He can be compared, from the British perspective, to Issigonis or Chapman whose work reflects credit not only on himself but also on his adopted city of Regensburg . He is of the generation which in 1945 faced the task of reconstruction in the Federal Republic of Germany with outstandingly successful results which today are admired throughout the world.

Those who lived through the years 1939-1945 never recall them with any pleasure. But, in retrospect we can identify some developments which were e accelerated in those years with subsequent benefit to mankind. The evolution of jet powered flight is one example and it was Fritz Fend’s intensive development work as a young engineer on the ME262 programme which formed the foundation of mutual respect and confidence between Professor Maessrschmitt and himself which eventually led to the introduction of the KR 175 in March 1953.

To continue after 1945 as an aeronautical engineer as he wished , meant emigration – Fritz Fend rejected this option and instead chose to devote his skills to the rehabilitation of the severely war wounded, particularly those with both legs amputated above the knee, by designing special vehicles and individually adapted Kabinenrollers. British war wounded often found the adapted Kabinenroller an ideal solution to their personal transport problems.
The decision in 1952 of the former Regensburger Stahl und Metalbau Company to produce the Fend Lastenroller, and then the Kabinenroller, created many employment places and is remembered as a major contribution to the city’s post war economic development for which credit is due to Professor Messerschmitt and Fend. Production faltered in 1956, and Herr Fend , in association with Herr Ing. Valentin Knott, did not hesitate to seize the initiative in forming the Fahrzeug und Maschinenbau Regensburg Company in January 1957 thereby securing the future, not only of the Kabinenroller but also all of his employees for many more years. With the arrival in Britain of more and more KaRos the Messerschmitt Owners Club was formed in London in November 1956 and still flourishes with more than 550 members – a tribute to more than 60 years of sustained effort by the Club management. Today our Club is extremely proud of the friendly relationship long established members of Messerschmitt Club Deutschland e.V. with whom we actively co-operate in the sourcing of spare parts to keep Messerschmitts on the road in more than 20 different countries spread over 5 continents. Outside of Europe, the USA was a significant export market and today the Messerschmitt receives wide acclaim in collector’s car circles.

The launch, in May 1958 of the incredible model Tg 500 captured the imagination of Messerschmitt fans in Britain. Impatient for its arrival and when, four months later, it arrived, Messerschmitt fans we were not disappointed. Our Club welcomed Herr and Frau Fend for the first time for the official British launch of the Tiger on 29 September that year at Brands Hatch Circuit In a typical gesture by Ing.Fend while he was in England, and when learning of a Club event in the midlands voluntarily drove 200miles further north to give an unofficial demonstration one day before this amazing sports car was shown to the press and public. Today, the Tg500 is considered to be among the most desirable of the world’s collectors’ cars and its rarity and sporting achievements keep prices astonishingly high.

Article by Phil Boothroyd with editing and additional information by David Garner

At the Regensburg Rally in June 2007, we celebrated the life of Fritz M. Fend, inventor and designer of Messerschmitt cars, with a visit to his grave at Dreifaltigkeitsberg Friedhof in Regensburg. Wreaths were laid by Messerschmitt Club Deutschland in memory of Fritz Fend who died on 22nd November 2000 at Regensburg. At his funeral in November 2000, MOC was represented by Ken Piper and Mick Morton. We are grateful to them for making the long journey to Regensburg to represent us at the funeral that was attended by some hundreds of mourners. Oliver Vogel, then president of Messerschmitt Club Deutschland, kindly helped with arranging for a wreath to be sent on behalf of the Messerschmitt Owners’ Club.

In considering Fend’s life and achievements we have to take into account his wartime work at the Rechlin Test Centre in located East Germany. Without doubt this made his mark in German engineering, and at an astonishingly early age. It was his reputation there for finding simple solutions to technical problems, particularly in relation to the then new tricycle retractable undercarriage, (Fahrwerk, in German), that brought Fritz Fend to the attention of Professor Messerschmitt, although he was never employed by Messerschmitt then or later.

It is important to remember that Fend was primarily an aeronautical engineer who came to design transport almost by accident (and necessity) following the war. After the Potsdam Agreement, aeronautics was closed to him unless he was prepared to emigrate which at that time, meant the US, the Soviet Union, or Britain. A return to aviation in the post-war world would however have meant becoming one of a design team, a prospect which did not attract Fritz Fend who preferred involvement in every detail. Although he was definitely not a motor industry person, Fritz Fend achieved recognition as a brilliantly successful designer of light vehicles in the years following the Second World War.

Vehicles were a thread that ran throughout Fritz Fend’s life, though at heart he remained an aeronautical engineer. An innovative designer and development engineer who always looked to the future, he was in constant demand as a consultant with even governments among his clients seeking help on questions of engineering and industrial design.

There is no evidence that he considered emigrating though he often said he had no interest in ‘becoming part of a design team’. Throughout his career he remained independent, always acting as a consultant, often reaching licensing agreements with his many clients which included Fichtel and Sachs. His designs for RSM (Messerschmitt) were on a licensing basis. He was, of course, a director of FMR when he formed that company with Knott, but could come and go as he pleased though it was a full-time occupation as all development work was done by Fend personally.

Except for the Fend 2000 concept car, Fend’s vehicle designs are all contemporaries of the Cabin Scooter period. The Lastenroller was the first Fend vehicle to be built at the Regensburg Messerschmitt plant, in 1952. The KR 175, KR 200, Mokuli and Tg 500 all followed as did the military vehicle design for the German government, or Bundeswehr. Although his vehicle designs were always innovative, Fend’s masterpiece is probably the KR 200 where his revolutionary suspension systems created a light car that handled very well compared to contemporary designs.

In the German tradition Fritz Fend produced integrated designs, his sole discernible influence being that of Professor Willy Messerschmitt evidenced by aerodynamic shape, minimal frontal area and especially lightness of construction. He also acknowledged the brilliance of Ing. Norbert Riedel, another wartime colleague with a similar approach to the solution of technical problems.

In late 1963 Fend left FMR and his post ‘bubble-car’ career involving transport projects that would have been part of his consultancy work for the Development Institute he founded on leaving FMR. This continued pretty well up to his death in November 2000. There is some evidence that his private venture with the Fend 2000 got him into financial difficulties as he attempted to attract support to put this unusual concept vehicle into production. Unfortunately it remained only a concept but it did in a remarkable way illustrate Fritz Fend’s design philosophy of light construction, tandem seating and minimal frontal area which stemmed from his wartime work on the Me 262 at Rechlin.

Bill Street, the proprietor of Testwood Motors in Southampton always admired the work of Ing. Fritz Fend. Testwood Motors played a significant role in early competitive events using KR175’s KR200’s and finally, with outstanding success, the Tg500. A great fan and the star of that particular show was, Ken Piper. There were a few other keen competition Tg 500 drivers but Ken’s spectacular feats with the Tiger were definitely in a class of their own.

Our Club had known Fritz Fend since 1958 when, in a typical gesture, he had driven north to give us a special preview of the Tiger. To us in still-recovering Britain his visit at that time was like a breath of fresh air. The event was such a success that we were all invited to Regensburg the following year when this favourable impression was reinforced by our meetings with the Clubs laying the foundations for all we have today. For the first time we learned that in Germany we had real friends.

An outgoing, friendly person, in common with the great majority of his native Bavarians, Fritz Fend’s influence was pervasive and beneficial. He had time for, and was hospitable towards the humblest schmitter, particularly the disabled, and used to say ‘if a driver still has a head, we can adapt a car for them’.

Fritz Fend was genuinely liked and admired by those he employed – always a sure guide to character – and this was most evident at Fahrzeug und Maschinenbau Regensburg GmbH, the company he founded with Ing. Valentin Knott to continue Messerschmitt vehicle production. The epitaph to Fritz Fend will be the KR 175, KR 200 and Tg 500, parts of a group of micro cars which gave rise to the Mini and modern Supermini. In his homeland the gifted engineer will additionally always be respected for his contribution to the dramatic post-war recovery in what was then the Federal Republic of Germany, by helping to motorise the population and, particularly in Regensburg, for bringing quality employment at a time when it was most needed. He is the person who brought us all together and enriched our lives with the many good friendships formed between Messerschmitt owners.

David Garner
14.01.2014

INA HELGA BONNER (nee Engeroff) 1924 – 2009  written and compiled by David Garner

Helga was born 17th January, 1924 in what is now West Berlin in the former American sector near the district of Zehlendorf. She grew up in Berlin with her parents, along with twin brother and sister, Peter and Sonja and youngest brother Klaus, and had a happy childhood. She attended the Zinnowwald-school in Berlin and later the University of Potsdam. Helga was a very private person and it was not easy to ask her about her past. Some years ago, our President, Phil Boothroyd, asked her frequently about the time during World War II and coaxed from her the fact that she had been conscripted to load ammunition in one of the many Flak towers around Berlin. She would not have wanted that to be known as she was concerned that it would still be a sensitive subject even 50 years after the war ended.

Helga was still studying medicine at the University of Potsdam, and was 18 years old when the Russians overran Berlin. A recently published history of wartime Berlin; Antony Beevor’s “Berlin: the Downfall, 1945”, paints a shocking picture of life in the closing days of the war. Helga’s Father, (who was in civilian clothing), was shot dead by Russian forces just down the street from their home on the last day of the war. That was the fate of many men in Berlin and all Women suffered horribly in Russian hands. As Russian forces seized the city, Helga became separated from her parents and siblings, living in cellars in the ruined city. Eventually, a family of a school friend smuggled her over the border to the Western zone.

60 years ago in 1949, England recruited a large number of nurses in Germany. Helga was one of these prospective student nurses. They were collected in a group camp, transferred to England and given a choice of hospitals in which to work. Helga, along with three other student nurses, Ann, Elizabeth and Judy, for no particular reason, chose to work Black Notley Hospital, near Braintree in Essex. This foursome, plus two later arrivals, were the pioneers of the newly established Nurses Training School, under the kindly guidance of Sister Tutor, Mr. (Spud) Murphy, who was always remembered with great affection. He made them pay a nickel every time he caught them speaking German. Helga spoke little English when she arrived, but learned very quickly, acquiring an Irish accent, as there were many Irish nurses present. She excelled in operating room assistance, was greatly respected by the hospital staff and well liked by her co-workers and friends.

It was while training that she met Neville, a patient suffering from Ankylosing spondylitis, a form of arthritis. After becoming a State Registered Nurse, they married in January, 1953 and moved to nearby, Kelvedon. Neville’s condition deteriorated gradually so that he ended up paralysed from head to foot with only limited arm and foot movement. Not surprisingly he was difficult to live with as the condition got worse but Helga did all she could, and nursed him to the end. Neville had worked for the Electricity Board and had been able to dance in his younger days. They greatly enjoyed telling of an incident when several police cars arrived outside their house after someone had reported seeing a dead body being transported in Helga’s Wartburg estate car. The penny dropped only when Neville appeared propped up on his crutches causing the police officer much embarrassment. After that, Neville made a point of waving to everyone who saw him in the car to let them know he was very much alive. During their 40 years of devoted married life, her determination and tenacity was such that, they travelled to many places together, including parts of Europe, at a time when special needs and wheelchairs were not considered, and certainly not catered for.

Between 1954 and the late 1970’s she worked for the Spastics Society at Prested Hall, then Drummonds Spastics Centre, and later went on to do computer programming at Fords, Dagenham. Neville’s disability entitled him to a specially modified Villiers powered AC invalid carriage and he would be seen at Club events in convoy with Helga’s pale blue KR200 (‘811 TMG’ we believe). She joined the MOC (London & South Eastern) soon after it was formed and quickly became part of Les Tilbury’s team. He recognised her talents for precise bookkeeping and she served for a number of years as MOC (L&SE) Treasurer. Helga was among the first to bring back spares from Germany for Club members and wrote to dealers in Germany who were in the vicinity of Aschaffenburg where she and Neville were going on their holiday. A number of clutch bearings were smuggled back on the train in a shoe box as the U.K had very tight expenditure and import restrictions for tourists during that time. Les eventually persuaded her to take on the Partsmart job when he could no longer manage it. Although she initially accepted the job with some misgivings due to her lack of technical knowledge, she quickly learnt what everything was for and was able to guide members in their parts purchases. She treated Partsmart as a full time occupation maintaining an enviable reputation for service that far exceeded what is encountered in most other car clubs. Those of us who supported the Partsmart service with parts sourcing and technical issues found her to be uncompromising in maintaining the parts supply and hence the standard of service. She would badger us regularly to keep up supplies as Partsmart developed into a worldwide source for Messerschmitt parts. While running the Partsmart service, she also managed the Club accounts, maintaining a strict control of cash flow – refusing to buy parts until funds were in place to cover them. Under her control, MOC built a sound financial system that remains to this day. The Partsmart service enabled Helga and Neville to make friends all over the world – they were both thrilled when a member came all the way from Mexico to visit their house for spares. Soon the network extended throughout the world and she thoroughly enjoyed a visit to California where the local Club members gave her a memorable time.

Her failing health was always a concern to her after Neville’s death and she suffered a minor stroke that caused her to worry about continuing with Partsmart. Neville had cautioned her about this, reminding her how things had slipped somewhat when Les Tilbury’s health was failing. Her good friend, Carolyn Knights stepped into the breach and supported her with preparing parts orders. Reluctantly, she gave up the Partsmart job on 1st August 2005 when she felt she could no longer maintain the level of service that she had set. We tried to persuade her to stay on as we felt the social contact would be better for her. All the residents of Kelvedon benefited from the MOC basing its Partsmart operation in this small Essex village as it kept both the local Post Office and Barclays Bank going. Both Helga and Neville, enjoyed bird watching and Helga kept a well stocked bird table outside her room at Coggeshall. She took a great interest in the Arts, and History. Helga has touched, and enriched many people’s lives and will be sadly missed.

Although many members wanted to attend a funeral to pay their respects to Helga, she had left specific instructions with her Executor Carolyn Knights regarding the funeral arrangements. Those of us who knew Helga well will understand that her specific requests are not negotiable and we respected her final wishes. A simple cremation took place at a crematorium in Essex at 09:45 on Thursday 29th October. It was specifically requested that there should be no ceremony, flowers, cards, service, or anything marking the occasion. It was enough for her to know that we all thought of her at the cremation time. Her ashes are to be distributed on Shingle Street, Suffolk in the same location where the ashes of her Husband, Neville were scattered. A permanent memorial to Helga’s achievements is to be developed. Although some ideas were presented at the recent Club meeting, it was felt that a Rally award was not suitable taking account of the loss of memorable items such as the Kabinews award.

We gratefully acknowledge the help of Carolyn Knights and Mark Smith in compiling these notes.

Phil Boothroyd, (right) presenting artwork to David Garner MOC president. by  David Garner

The son of a tailor, Phil was born on the 1st November 1929 in Birmingham, grew up in the Hall Green area of the city and lived within two miles of there all his life. He was the youngest of four children, having three older sisters. One vivid wartime memory he described is the Luftwaffe raid on 14 November 1940 that was the most severe to hit Coventry during the war. It was carried out by 515 German bombers and he watched the resulting firestorm from his bedroom window. Of course this did not affect his great affection for German people, language, and culture but it did create an interest in the Second World War and particularly German aircraft development.

During the war, Phil extended his interest in railways and adventure by ignoring the government demand to avoid unnecessary travel as he used the relatively new Great Western Railway diesel railcar service to Cardiff. Any adult travelling by train during the war would have been questioned by police to explain the reason for travel but as a child, Phil did not come under much scrutiny often hiding stood by the door for the whole journey. On arrival in Cardiff he would explore the Welsh valley lines and it was on one of these trips in 1944 that he discovered the huge locomotive store that was part of the D-day invasion plans. He was fascinated with the line of over 100 new locomotives at Treforest, part of a consignment of over 400 that had been imported from the USA through Cardiff docks, then assembled into full working order at Ebbw Junction shed in Newport. He was fully aware that he had to keep his knowledge of this secret due to the strategic importance of the store.

Phil left school without significant academic achievement and his first employment as a clerk in a building society office was not enjoyable for him. When he was called up for National Service in 1948 it was with surprising enthusiasm that he joined the Warwickshire Regiment knowing that they were recently active in strife-torn Palestine. A more unlikely candidate for military service is hard to imagine but it was to have a huge impact on Phil’s future life. An interest in music quickly established him in the regimental band where he played a number of wind instruments but was proficient in the Clarinet. A natural progression to saxophone was made and he became an accomplished player of the bass, tenor, and alto saxophone. This was of course the big band swing era dominated by the music of Glenn Miller and there was much demand for dance bands at social events.

After leaving National Service, Phil joined the band on the RMS Caronia. The Cunard White Star company’s 34,183 ton RMS Caronia, was launched from John Brown’s Shipyard on Clydebank, Glasgow on 30 October 1947. This was the first ever ship purpose-built for transatlantic crossings and more importantly for cruising as an all first-class ship. Luxury on an unimaginable scale was a feature of the ship with her fabulous art-deco interiors and high crew to passenger ratio. This was a period of severe austerity for the U.K. as the country was bankrupt owing billions to the USA for war materiel so the passengers were mostly American with a few of the remaining British aristocracy who still had significant wealth. She provided the ultimate in luxury living for her wealthy passengers, and the opportunity of round the world travel for her crew. Phil travelled the world on this ship visiting almost every country and would be away for months at a time. During this time that Phil met many of the world’s celebrities and he became at ease with people of a higher social standing in a time when the class system was still very much alive in post war Britain. Entertainers such as Phil lived a nocturnal life only returning to his cabin in the early hours of the morning and this mode of living stayed with him all his life.

Life on the ship eventually came to an end and Phil continued his career appearing in the many dance halls that were a feature of British life in the 50’s and early 60’s. As a musician he came to know some of the highly skilled arrangers who could adapt the popular music of the day for dance band use. Phil had come to know Newcastle upon Tyne from his service on the cruise ship and he lived in the town for some time while playing in the local dance halls. It was there he developed a relationship with a female friend that lasted some time but did not work out in the end. In continuing his career he became involved with the Musicians’ Union and in due course progressed to become full-time secretary of the Midlands section of the Musicians’ Union. In this role he came to know many big names in the music business such as Duke Ellington and Humphrey Littleton. Far from being a name-dropper, if pressed he would relate many an anecdote from his dealings with celebrities. Phil‘s character was ideally suited to dealing with awkward complaints from celebrities such as increases in Union subscriptions in his tactful and friendly manner.

A most significant event was the BBC musicians’ strike in July 1980 supported by 83.6 per cent of the affected players in a secret postal ballot of the union composed of members of all political dispositions. This tested Phil’s negotiating skills as the BBC imposed unilateral changes that were in breach of a written agreement. Ultimately the BBC had to back down and there was eventually a negotiated settlement brokered by Phil.

The need to travel to work together with his instruments and returning when most public transport had ceased demanded that he had his own transport. This was what drove the acquisition of his first Messerschmitt that he bought new in 1958 and registered ME200 long before personalised number plates became fashionable. His first contact with MOCGB (as a non-member) was at a committee meeting in Aylesbury in April 1958 and Phil had driven to the meeting in his Kr200.. Ernst Hartmann, the leading light in the club at that time was there, as was Esca Mansford. Phil must have joined the club at that point because his first club run in ME200 as a member was on the 7th May 1958 to Alton Towers – see article ‘Phil Boothroyd recalls’ in Kabinews September/October 2012. Notably, Phil attended the very first UK Messerschmitt Rally in the summer of 1959 in ME200 held in Wicksteed Park Kettering. On 8th January 1960, at an MOCGB committee meeting in Ashby de la Zouch, Stan Williams proposed Phil as a committee member as ‘Press and Public Relations Officer’. For some reason, Chairman Ernst Hartmann voted against but despite this, Phil was voted on to the committee by a majority vote. Hence Phil began his 54 year long position as a serving club officer. He participated in the MOC trips to the FMR plant in Regensburg that were organised by Ernst Hartmann initially in 1959 and this fuelled his enthusiasm for Messerschmitts and the links to the various Karo-Clubs in Germany together with a desire to learn German language.

Thus Phil was at the forefront of every significant development in the evolution of the UK Messerschmitt movement. By 1964 he was MOCGB Club Chairman and realised the need for a spare parts service when FMR announced they were ceasing production. With the then MOCGB Club Treasurer, Geoff Robinson, he set up a parts sales service trading as Karo Supplies operating from 31 Cattell Road, Small Heath, Birmingham 9. This business arrangement was set up without revealing that Phil was a partner in it and this was probably because of the somewhat difficult relationship with Ernst Hartmann. Parts were advertised nationally in Exchange & Mart and in the MOCGB club magazine ‘Messerschmitt News’. Although it appeared to be a business operation, in fact it operated from the private house in Cattel Road owned by Phil and Geoff. Karo Supplies continued to advertise regularly in Messerschmitt News right up till November 1969 and offered 5% discount on production of a Club membership card.

As a frequent visitor to the port of Southampton, Phil came to know of Testwood Motors in nearby Totton and especially the proprietor, Bill Street. They were the largest Messerschmitt dealer in the U.K. and the only one with a direct import franchise with RSM and FMR avoiding the main importer (Cabin Scooter Assemblies). When Testwood Motors gave up their dealership, Phil continued to have his car serviced by their renowned Messerschmitt specialist, Len Drake. As Testwood Motors developed their VW dealership the service ended but Karo Supplies bought all remaining parts and tools with a view to establishing a continuing parts supply. With almost no mechanical ability, Phil relied on Geoff to identify the parts while he handled the administration. Development of Karo Supplies was limited as Geoff became a Director of a company specialising in fastener systems based in Leamington Spa and the residual parts from Karo Supplies were eventually sold to MOC in 1997.

When links to Fichtel and Sachs were established in 1969, Phil supported using MOCGB funds to buy in parts but did not reveal his interest in Karo Supplies that was unknown to most committee members at that time. Of course, a Club parts service would have reduced the value of Karo Supplies stock but by 1969, they were not very active. He did help MOCGB with his own funds to get the parts service started and this helped to forge the relationship with Les Tilbury and MOC (L&SE) that was then the other main Messerschmitt Club in the UK.

Some years later, liaising with Les Tilbury, Phil was heavily involved in the merging of the two main British clubs. This went on to become ‘The International Federation of Messerschmitt Clubs’, another of Phil’s far-sighted ideas. Later on he spent probably a couple of years meticulously composing the Constitution document for what, by this time, had simply become the ‘MOC’. This document now forms the basis of MOC Ltd’s Memorandum & Articles of Association. Nowadays, probably only a small number of members will be aware of the huge influence that Phil’s painstaking work in his 54 years as a Club officer has had on the structure and strengths of the MOC as it exists today.

He was forced to retire early from his job with the Musicians’ Union at the early age of 51 to become full-time carer for his mother who had, by this time, developed the late stages of dementia and was totally dependent on Phil for everything. The very commendable but nonetheless heavy burden of the care for his mother lasted for many years as she lived to be 96 years of age. Despite being a very outgoing and easy-mixing sort of person, Phil never married and perhaps the restrictions that this thankless job imposed upon Phil could have been one of the reasons.

Phil was an extremely well-read and intelligent man and a most entertaining conversationalist and writer on many subjects. Those that knew him will be aware of his dry sense of humour which often came out of his writings. He was most meticulous in everything he took on and his insistence on absolute accuracy could, at times, work against him, delaying the completion of a piece of work. Phil’s knowledge on matters Messerschmitt (both aircraft and vehicles) was phenomenal and he had what was an almost unique ability to pluck a date or piece of information from memory on request. If Phil contributed a piece of work or information on anything related to Messerschmitt, you could be assured that it would be correct. Although he was an accomplished German language speaker, he rarely demonstrated his ability in public because he was, (characteristically), afraid of making grammatical errors. He wrote many fine obituaries for notable Messerschmitt people and particularly Les Tilbury where he made extensive notes from meetings earlier meetings. He was less forthcoming and typically shy when asked if notes could be taken about his life so these notes have necessarily been compiled from memory. He interviewed Fritz Fend at some length together with a number of Messerschmitt and RSM/FMR employees. At some future date these and other notes will be published by MFGB.

In 1991, Phil became a director of a company known as Karo Securities Limited. Although this company was formed on 4th Nov 1971 it is not clear what Phil’s involvement was but the company did own some property in Leamington Spa and the other director was Geoffrey Robinson. Phil’s directorship ceased on 30 September 2002 and the company ceased trading on 22 March 2005.

In 1992, with characteristic generosity, Phil offered to set up a Trust known as the Messerschmitt Foundation of Great Britain to be managed by MOC for the preservation of Messerschmitt archives and Phil’s collection of 2 Kr200’s and one Tg500. A building was included in the Trust and with funding provided by Phil to the end of 1994 after which MOC would become responsible for any operating costs until Phil’s death when it was to become self-funding from his estate. Although it was initially accepted with some enthusiasm, there were some MOC members who were not happy with the location of the building and the financial commitment that went with it. After a number of letters imploring Phil to give up the idea, he decided that he would fund it himself with support of 3 other Trustees. It exists now as a separate entity from MOC and has a collection of various Messerschmitt and FMR vehicles together with all Phil’s archive material. With Phil’s passing Fend House will benefit from his painstaking setting up of MFGB with sound financial structures giving it significant strength to maintain and develop Messerschmitt history for future generations.

By 2007, Phil’s eyesight, which had already begun to deteriorate due to age-related macular degeneration, robbed him of his favourite activities, reading and writing. He had already been warned by his doctor that he would have to consider giving up driving soon and this warning stopped him driving immediately. The last event at which Phil made an appearance was that same year (2007) at the Wychwood Rally. After that he became reclusive and contact became increasingly difficult as his health and eyesight deteriorated.

It was encouraging to see Phil’s many friends at his funeral that was more a celebration of his life than the sad occasion it might have been. His achievements were considerable and enriched the lives of all those who took the trouble to get close to him. In creating the Messerschmitt Foundation of Great Britain he leaves an enduring memorial to a great man.

Fend’s workshop in Rosenheim was very active, and he was commuting every week in his own KR175 between there and Regensburg. Intensive testing was continuously undertaken and after about 2500 had been produced, the KR175 was extensively revised. Most importantly, the in and out automatic clutch operated by the gear lever, which had given a great deal of trouble, was replaced. The new KR175 with Fichtel and Sachs engine was equipped with an electric starter. A separate reverse gearbox was available as an extra at the cost of 400 Marks. By 1954, Fend was already working on the next development that was to become the KR200.

Restoration of the KR 175 is never an easy task. The body has many hand-formed components and was not made with mass production in mind. Complex body shapes make it a restorer’s nightmare and the low number of survivors increases the research task. Early kick-starter versions are very rare indeed with probably less than 10 existing worldwide. Later electric start versions sold well and were widely available through to 1956 when the new Kr200 came on stream in greater numbers.

Today there is a greater interest in KR175’s despite their low value relative to the Kr200. Even the complex perspex top has become available as a new part. Body restoration was near impossible until recently when Oliver Herbolzheimer took on the job of making many of the panels and restoring old shells. Oliver’s list shows all the commonly needed panels and he can supply any metal component for the body. Braking systems are similar and KR200 size shoes are used. Wheel bearings and stub-axle diameters are different. Rear end design is totally different with the engine following motorcycle practice of that time, forming part of the rear suspension. A chain-case is bolted directly to the engine with a direct drive from the output shaft. Anyone who has driven a KR175 will notice immediately that most engine vibration is transmitted to the frame and body. The later KR 200 had a fully floating engine supported by 3 rubber mountings. A rigid gear-change linkage adds further opportunities for vibration transmission.

Many engine parts are similar to the KR200 with the gearbox and clutch sharing many components. The Piston is completely different having a nominal 62mm diameter. Transfer port cut-outs are used as the KR200 Schnuerle loop-scavenging system patent was then still owned by DKW. Crankshaft diameter is 20mm against 25mm for the KR200 and exchange or re-built crankshafts are available. While the clutch is similar, the clutch housing is a simple casting with just one small access cover for clutch adjustment. A single contact breaker is located on the dyna-start above the retaining nut. The cam for this is held onto the dynastart with two screws and the fan cover has a cut-out and access plate for timing adjustment.

Many parts are available from Partsmart and a list of common or special parts is available.

Body: steel tubular frame with steel panels
Engine: 191cc Fichtel & Sachs air cooled two stroke single cylinder
9.7 HP
Gears: 4
63mph
Approximately 14000 produced.
With increased competition and higher customer expectations Fend’s replacement for the KR175 saw the introduction of an overall improved design with increased power and bonded rubber suspension.

Messerschmitt cabriolet – first introduced into the U.K. 1958.  First 2 brochure details show a British export version (as evidenced by the British ‘Torpedo’ lights).  Final one is a German version with the later hubcaps introduced in 1959. 1958 genuine cabriolet – among the first introduced to the UK. Photo is from 1963. Hood deflector above the screen would be originally silver. Note the FMR ‘circles’ badge but with the early ‘whisker’ front trim. Early type side lights and red flashers with no chrome inset. Chrome headlamp rims. Hubcaps are not original but were offered by dealers in this style.

This is a Messerschmitt Convertible with a fabric cover in place of a dome. Unfortunately, originals are hard to identify as many were converted from the KR200 limousine when the original Perspex dome was damaged. The original wind deflector was formed from steel and painted silver. Most replicas have a fibreglass wind deflector. Some Classic Car Magazines list the Cabriolet as worth more than the KR200 limousine. However, if this is so, values will surely fall as the numerous replicas appear on the market.

Key Specifications & History

The Messerschmitt Mokuli was manufactured from approximately 1957 to 1972, with later production moved to Morocco.

It was powered by a 49cc (3hp) single-cylinder two-stroke engine, often from Sachs, paired with a 3-speed transmission.

It was marketed as an upmarket commercial vehicle for light deliveries, known in German as a “Transportmoped”.

With a shorter windscreen and with detachable side screens, this model is quite rare and sought after even as a replica. The rounded, frameless, sports windscreen makes the car look particularly attractive. A delight to drive on a warm day, but not for the rear passenger! In winter, it is a nightmare with a cold blast of air from the poorly sealed roadster hood, hitting squarely in the centre of your forehead. This attractive car is probably the cause of the pricing confusion in the Classic Car press. Values are generally higher than the other models but excellent replicas abound using parts supplied by a specialist German manufacturer. FMR also offered a factory conversion where the lifting section was exchanged for the KR201 type. To confuse matters further, British examples were rarely recorded as a KR201 in the registration book.

When restoring a Messerschmitt, many members will want to reproduce the original colour. This can usually be found by removing the windscreen or dome frame. If you suspect the lifting section may not be the original, further clues can be found by removing the wings and scraping away the paint normally not exposed to light particularly the body tube under the aluminium kick plate by the door latch. All KR200s from this time have the cut-out for the radio and the blanking plate normally has some good paint unaffected by exposure to light and corrosion. Few Messerschmitts have been through the kind of extensive restorations tackled in the last ten years and so many of these clues will remain. If you really do not want to restore the car to the original colour, or it has been assembled form parts of others, you should choose an original colour from those listed on the charts. Owners of pre-1957 cars will need to do extensive research as these are not included in the FMR chart available from Partsmart. The excellent colour photographs in Jens Kron’s ‘Schneewitchensarg’ book, (now out of print), provide a valuable source of reference. Remember, the colour photographs provide only a clue to the colour because colour photographs from that era are not too reliable. It is also a fact that paint suppliers in that time did not have the sophisticated colour matching techniques that exist today. Therefore, shades can vary within the production run.

If you choose one of these colours, make sure you give the body shop or paint supplier, all the relevant information given in the table. This is important as some car manufacturers such as Ford, re-use paint codes for different model years. The final code consisting of one letter and a four-digit number, is a Dupont colour mixing code and can be cross-referenced by other paint manufacturers.

If you choose one of the colours but would like to achieve a closer match, you should take the information from this article to your bodyshop or paint supplier. They can then mix the given colour adding an appropriate tint to match the colour to your requirements. However, it should be noted that the differences are very small and only you can decide if it is worth the extra cost, time, and trouble.

Finally, some comments on the selection of paints: Avoid using the cheapest paints if the finish is to last. The Messerschmitt does not usually require more than two litres of top-coat paint and therefore you can afford to buy the best. Glasurit, Dupont, and Churchills paints have all produced good results but all were two pack and unsuitable for home spraying. Two pack paints contain known carcinogens such as Toluene and Xylene. There are also toxic substances, which build up in the bloodstream with prolonged use causing a slow and painful death! Special breathing apparatus and facemask must be used during spraying. Do not risk your health by using them, leave it to the professionals. The durable finish of two pack paints is worth the extra cost. It remains slightly soft and is more resistant to scratches, cracking, and atmospheric pollution.

MOC offers new back plates to suit SIBA contact breakers. These come complete with a new felt pad that should be lubricated with BOSCH grease, (available from Partsmart), to prolong the life of the Crankshaft cam and the contact breaker heel. BOSCH contacts have been unavailable as proprietary items for more than 20 years.

When setting the contact breakers, note that the time/position that the contact breakers open is the most critical part of the setting. The single lift cam has adequate time for re-charging the coil voltage at almost any gap setting. It is often not possible, (due to a worn cam), to set the gap to the correct specification together with the correct opening point. In this case, set gap as near as possible to the specification with the opening point at 4.5mm to 5.5mm before TDC. For the reverse timing, the gap is always a compromise, and adjusting the gap is the only way to achieve the correct opening point of 3mm to 4mm before TDC. The reason for this is that many cams are seriously worn from previous neglect of the felt pad and failure to use BOSCH grease. See articles in the Partsmart publication, “Karo-Tips”.

The following is a summary of the various contact breaker types, together with cost and fitting details:-

SIBA

Contact breakers originally fitted including a retaining clip for holding the coil wire as it passes through the clutch housing. Forward direction is marked ‘V’ (German – Vorn = forward). These are interchangeable with the reverse assembly marked ‘R’ (German – Rueckwarts=reverse). The R or V is upside down if the two types are transposed. This does not affect operation. The Black wire connects to ‘V’ on the right-hand set of contacts. The Red wire connects to ‘R’ on the left-hand set of contacts.

Part No. 279: Original Schier Kontakte part no:4681, Marked ‘V’ (forward) but may also be used in the reverse position. No longer available.

Replacement back plate for SIBA contact breakers, complete with new felt pad. Accepts original contacts above or the cheaper Villiers engine type listed below.

Part No 280: Siba backplate – Available from Partsmart

Bosch

Contact breakers originally fitted including a retaining clip for holding the coil wire as it passes through the clutch housing. Forward direction is marked ‘V’. These are not interchangeable between forward and reverse. Reverse direction is marked ‘R’. New BOSCH mounting plates are not available. If your contact breakers are worn out, you should convert to SIBA type with a new backplate.

Part No 278: Original Schier Kontakte part no:2162, Bosch part no: ZKT 72Z4Z forwards. No Longer available

Part No 281: Original Schier Kontakte part no: 2163, Bosch part no: ZKT 72Z5Z reverse. No Longer available

Alternative, – non original parts: SIBA

Contact breaker assembly as used in British Villiers engine. These are interchangeable with the reverse assembly. The forward assembly is fitted with a black cable and the reverse is fitted with a red cable. To fit these to a SACHS engine it is necessary to shorten the cable and connect to the appropriate wire using an insulated connector block, (not supplied). There is ample space within the contact breaker cover to fit the connectors. These contact breakers can be used with the above SIBA backplate, (Pt. No 280), to convert a BOSCH contact system to SIBA.

Part No 277: SIBA contact breaker assembly, (Villiers Type), state forward or reverse, available from MOC.

Ignition unit – inductive discharge – retains existing contact breakers

Worn contact breakers can be used almost indefinitely by using these systems as the contacts become a simple switch with no significant power flowing. See: Link to external site

Electronic Ignition Systems

There were 3 suppliers in Germany for electronic ignition systems for KR200; Steini-KTZ, Pukes, and a third one with programmable advance features. The systems are fully integrated into the existing contact breaker housing and an impulse rotor is attached to the crankshaft. The two existing wires and the engine ground are used as control and supply for the unit. Reversing system operates as before as the impulse sensor is timed exactly for the opposite direction of rotation. This is not a cheap solution but the spark is improved with more reliable running. A significant advantage is the easy replacement of the original contacts in case of failure on the road. For a compact unit that fits in the contact breaker housing check this website.