Miguel Sánchez
During the XNUMXs, many of the auto companies in Italy, Germany, and Japan grew under militaristic policies. Financed without qualms by the governments of the Rome-Berlin-Tokyo axis, they focused their efforts on a warlike development never seen before. As it is, while Mitsubishi produced hundreds of its A6M and J2M fighters., in Italy Piaggio launched the manufacture of its P.108 bombers. In addition, in Nazi Germany both Daimler and Messerschmitt received juicy public contracts for the development of combat fighters. All this to finally end with the outbreak of World War II.
However, from 1945 the situation was very different. Once the fascist powers were defeated, the economy of those countries came to be supervised by the Allies. In this way, in Japan many of the consortiums related to the war industry were dissolved. A performance in unison with that applied in Italy or Germany. Where the rationing of metals and fuels was applied together with the prohibition to manufacture airplanes. All of this to ward off any attempt at a hypothetical rearmament by recalcitrant factions.
At this point, those manufacturers who benefited from expansionist impulses had to reconvert to civilian life. Thanks to this, cases as curious as that of BMW were seen. Which, having built tens of thousands of its R75 motorcycles for the Werhmacht, made kitchen equipment to balance its ailing books. In addition, in Japan Mitsubishi was intervened by the Americans and, in Italy, Piaggio broke ties with its past thanks to the launch of the Vespa. In short, after the time of destruction and fanaticism, it was time for good sense and national reconstruction. An era marked by mopeds, industrial vehicles and microcars.
In fact, the German Messerschmitt focused on this last area thanks to its KR175. Introduced in 1953, this modest three-wheeled vehicle shared the limelight in the post-war European arena with the Iso Isetta, Vespa 400 or Voisin Biscutter. All of them models halfway between motorcycling and motor racing. Perfect for an impoverished market where ingenuity had to make up, most of the time, for the lack of purchasing power. However, the most striking thing about the microcar presented by Messerschmitt was how much he drank from aeronautics.
Obviously, it cannot be compared to a refined combat fighter. However, the truth is that from its tandem seats to the horizontal control with which it was directed, everything in the KR175 seemed to remind the heavens. What's more, its own aerodynamic volumes topped with a transparent bubble seemed to reinforce that remembrance. Something that the arrival of the KR200 helped. Capable of reaching up to 90 kilometers per hour with its 197 cubic centimeters and 10CV. At first, some not very striking features. Although, in truth, really interesting when compared to those presented by other microcars of the time.
FMR TG500 TIGER, THE MOST REFINED VERSION OF THE MESSERSCHSMITT
In the creation of the Messerschmitt KR175, Fritz Fend was a key person. Trained as an aeronautical engineer, his ability to reconvert was key to getting started in microcars after the years of World War II. Furthermore, even launched at his own risk an ingenious motorized tricycle for the mobility of people with paralysis. Undoubtedly, Fend's was a restless mind with a certain flair for business as well.
At this point, in the late 1964s he devised a new twist for the Messerschmitt. And it is that, not in vain, the popularization of motor racing had caused its production to plummet. What's more, it was being cornered as a recreational vehicle until its final extinction in XNUMX. However, Fend thought of a more powerful and performance version, taking advantage of the low weight of this microcar. In fact, even Isettas had successfully competed in their class during the 1954 Mille Migia. So why not? However, the management of the brand thought in a very different way.
As it was, our intrepid engineer left Messerschmitt to found FMR with the TG500 as its main model. Based on the monocoque of the KR175/200, this one had a rear subframe where the main difference with respect to its predecessor was housed. An axle with two wheels instead of one. Also equipped with independent suspensions with oscillating arms and concentric shock absorbers. A much more refined design than one might think, taking certain basic ideas from the cars present in F1 and F2.
In addition, having four wheels and a very low center of gravity, the sporting possibilities of the FMR were expanded with good cornering. All of this powered by the Sachs twin-cylinder -a brand that would have a prolific projection in sports motorcycling- with 494 cubic centimeters and 20CV. all of it mated to a Transaxle system integrating transmission and differential. Regarding the weight, it was about 350 kilos. Being able to therefore raise its maximum speed up to 126 kilometers per hour. As a result, the driving experience offered by the TG500 was much more attractive than it might seem.
In fact, it managed to charm 320 buyers. Willing to pay for this machine a little less than half of what is marked for a British roadster. And it is that, not in vain, we are talking about a niche product. One of those vehicles that, on a minuscule scale, they are capable of displaying state-of-the-art engineering to seduce the most enthusiastic drivers. In short, the FMR TG500 was not only the most refined version of the Messerschmitt. It was also putting a bit of aeronautical technology into the bare-bones world of microcars. Charming.
Photographs: RM Sotheby's
