Restoring a KR175

Fritz Fend said, ‘the only thing the KaRo (as the Kabinenroller quickly became named), borrowed from the aeroplane was the basic need for minimum weight and low wind resistance. It was these similarities which gave rise to comparisons with aeroplane parts.’ Fend’s design for a 2 seater car developed from the Flitzer, was finished in March 1953. With an engine of 175 c.c. producing 9 h.p., the Kabinenroller was put on display to enormous public acclaim. For 2100 Marks two persons were mobile, protected from the weather, and could drive at a speed of 90 km/h. It was even capable of holiday tours across the Alps. At that time, the standard Beetle cost 4150 Marks and second hand models, which might have offered some competition, were unavailable. Sales of the KR 175 Kabinenroller soon rose to an average of 90 per day.

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.