Zundapp History
ZUNDAPP HISTORY
R. L. PRICE
ZUNDER — UND APPARATEBAU – G.M.B.H., (Fuse and Apparatus Construction, Ltd.) was their original name, and it was World War I that gave them a start, producing shell fuses in conjunction with the Krupp family. Their director was Geheimrat Dr. e. h. Fritz Neumever.
Through the years they produced such items as outboard motors, sewing machines, airplane engines, even corn-mill machinery. But the item for which they would earn world fame, the item they would make a million of, had its origins in 1921 after the Krupp connection ended, when Zündapp introduced its first motorcycle from their Nürnberg plant, the Z 22.
The Z 22, a 211 cc, 2.5 hp two stroke was not very advanced for its day, having a belt drive and no transmission. The intention was for it to be priced low, however, and in this respect, was successful. “A motorcycle for everyone,” was their initial motto. Within a year, 1,000 were sold with sales rising steeply — encouraging figures in those days, particularly in a country just ravished by war.
In three years the firm produced 10,000 machines, indicative of general appeal, and Zündapp made the first substantial change to their product by introducing a transmission and chain drive.
Not until 1930, however, did Zündapp build a four stroke, the S 500 of 499 cc displacement and 18 hp. They continued, of course, with two stroke production, but the S 500 was the first of a line of successful “heavies” which were to follow.
Zündapp displayed seven new models in the 1933 European shows, ranging from 200 cc two stroke, to a shaft-driven opposed four of 800 cc displacement, the K 800. “Masterpieces of the technique,” was what the public called their models, then backed up the words by buying 100,000 of them!
The war years were devoted principally to production of their “indestructible” KS 750, a robust 45 cubic inch opposed twin with shaft drive, a take-off to power the sidecar wheel, and a reverse gear. A few of them were admired enough by our overseas forces, to find their way back to the U.S. It was this model which first introduced me to Zündapp.
The first KS 750 to come over had been “abducted” from the Nürnberg factory. In order to get it home, a GI had cut the frame in three pieces. Back in New England, after the war, he reassembled it. Later, after riding through the hills, he spoke of it as a “most amazing two-wheeled vehicle.” It had no chain and leaked no oil. Its cylinders were equally cooled and were opposed, so that firing was even and vibration was nil. It was even quiet! This seemed to be the ideal machine for overcoming objections to the 74 cubic inch vee twin domestic product we had come to accept.
Later, I saw a complete rig, sidecar and all, a product of the North African campaign. And it WAS a masterpiece! The machine featured a nine gallon tank, and a provision for hand or foot shift. The rear end was also shiftable, giving it eight speeds forward and two reverse. Naturally, it was shaft-driven. The brakes were hydraulic and its magneto ignition was all enclosed. Some of these features are common on today’s machines, but this KS was built 20 years ago.
Following World War II, Zündapp tied in with the Hipkow people and made corn-mill machinery. It was not until 1948 that they resumed the manufacture of motorcycles, in addition to producing a line of sewing machines.
The sewing machine operation moved to Munich, where Zündapp bought an exarmy barracks (a four-story brick building) and eventually the entire operation moved there. In 1954, the half-millionth Zündapp two-wheeler was produced, including their scooter, “Bella,” and a 600 cc opposed twin - the KS 601 (a descendant of the military KS 750).
Their two stroke motorcycles, by this time, had gained world repute and were bringing trophies home from all major, continental, trails-type competition. After winning trophies at the Czechoslovakian six days trials, Zündapp christened the 175 and 250 cc machines “Trophy” and spurred by success, further improved the 250, re-christening it “Super Sabre.” It was this model that became popular in the U.S., and was raced successfully by winner Moe Griffin of Long Beach, who defeated 759 riders in the ’58 “Big Bear.”
While two strokes were making a name for themselves, the 601s were not sitting idle. In Europe, most countries hold an annual “Gelande-meistershaft” similar to our enduros. In the heavyweight sidecar class, KS models ran unbeaten from 1955 to 1960. However, in spite of their accomplishments, by 1958 the KS was discontinued, much to the regret of enthusiasts the world over.
The ill-fated “Zündapp Citation” appearing in 1957, incidentally, was not really of Zündapp manufacture. It was a well-made machine, a vertical 500 cc twin with overhead cam; but the Horex Company built it and let it wear the Zündapp emblem, because of the latter’s better marketing facilities in this country.
It is true the KS 601 was not a big seller here, but no import in the $1,000 category is. It is a classic, though, as any owner will testify, and its passing is mourned as much as the Vincent, the Square Four, even the Indian Four before it.
It has a few features not readily noticed, but nevertheless worthy of mention. Its engine and transmission are mounted in rubber. So little vibration is transmitted from them, that a coin will rest on the tank while the engine is revved. The clutch is of multiple disc variety, brakes are nine inches, and the wheels have automobile spokes (8 gauge).
It’s no speed demon, but it was never intended to be. It’s rugged like its father, the KS 750, offers a smooth, quiet ride, and goes for ages. It’s the make chosen by Hans and Eva Muecke for their trip around the world, and by Eitel and Rolf Lange for their trip around the world. “Regarding comfort,” says Rolf, “just try it!”
In other countries, considerably more use is made of a vehicle. In Guadalajara, Mexico, a motorcycle mechanic has a pre-war K Zündapp with more than 80,000 miles recorded, and boasts of speeds exceeding 100 mph. Thus we say, “Old Zündapps never die, they just zoom away!”
Although four strokes are no longer made at Zündapp, production is far from idle. “Combinettes,” a 50 cc moped is produced at the rate of about 350 per day and comes in three flavors: standard, sport, and super. At a commensurate rate is production of their 200 cc scooter, the “Bella,” and motorcycles of 50, 75, 100, 175, 200 and 250 cc displacement.
Any indication that Zündapp Werk will resume four stroke production is not forthcoming, but there is a definite growth of prestige and popularity of motorcycling in the U.S. It is only for us to hope, then, that the market will be broadened enough for Zündapp to introduce the next generation of four stroke classics.
And we can be sure, if they do, they can best be described by Zündapp’s motto, “immer zuverlässig” (always reliable).
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