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Mannesmann: Tools, Cars and Trucks

Anyone who has something to do with tools knows the Mannesmann company: all kinds of German quality parts, also sold in Spain. But few know that this old great German group developed, many years ago, cars and trucks.

In 1885 the brothers Max and Reinhard Mannesmann had found a way to produce large seamless steel tubes; After some initial problems, they managed to create, five years later, a consortium that dedicated itself to these tasks for decades. Interested in all the new technology of those decades, they also observed that different nations began to use the car in their armies, which led to think that this device could have a great future. A business they did not want to miss out on, so as soon as preparations for World War I began in 1914, they were able to supply significant quantities of trucks, aircraft engines, and armored vehicles.

The origin of these trucks and subsequent cars is in the Scheibler brand, located in Aachen (Aachen), creditor of good reputation during the few years in which it manufactured vehicles. Scheibler was one of the few pioneers to develop its own components, including engines, although its cars were better known in England than in Germany.

At the service of the kaiser
The Mannesmann-Mulag were widely used in the 1st World War

Industrial vehicles, on the other hand, enjoyed a very good reputation in their country of origin; from 1907 the company would dedicate itself to its production exclusively. After vicissitudes in the years to come, the society was renamed in 1909 as Mulag. And it was this that finally led Mannesmann to create his own trucking company, called Mannesmann-Mulag, which remained in operation until the end of 1927.

After the war, the factories prepared to transform their production into material for civil use. The Mannesmann brothers chose to focus on a different type of machinery, such as large freezers, but they also set about restoring salvaged military trucks until they were able to offer a new production line of their own. They soon came up with the idea of ​​creating cars. And so, after certain difficulties in its development, the 4/16 CV model was born, with a four-cylinder engine, and its older brother, a 6-cylinder 6/24 CV, supplied in a four-seat body.

They were cars that were easy to drive, comfortable and quite economical in terms of consumption and maintenance. A year later, in 1923, the little one evolved towards the final 8/25 CV, always with a four-cylinder engine; this was a unique model offered with different bodies: a two-seater sports car, a typical four-seater closed sedan, and a station wagon.

8/25, ready for the races
8/25, ready for the races

On 8/25 he achieved great racing fame. The pilot Robert Felten showed up with little Mannesmann at the Eiffel mountain competitions, winning the trophy for three consecutive years, in 1925, 1926 and 1927. A great success for this car and very beneficial for its publicity. Other drivers, including the sons of the Mannesmann clan, appeared in races, rallies and even in different competitions, of which they came out well.

Mannesmann produced some 2.000 units of his small four-cylinder until 1927. But realizing how many German brands chose during those years (late 20s) to create cars with eight-cylinder engines, just as the Americans who entered strong in the German market, he also wanted to create a luxury car.

In 1927 it presented its 2.4 Liter 9/55 CV, with an inline two-block eight-cylinder engine, manufactured entirely in Germany but under an American license from Rickenbaker. With its dimensions of 63 x 94 mm - therefore 2.400 cc -, it had 55 CV at 3.400 rpm; in addition, this engine could incorporate a compressor that increased its power to 100 hp. Its starter came from Bosch and the carburetor from Zenith. The engine power was transmitted by means of an oil bath clutch to a ZF three-speed gearbox, to reach the rear axle by means of a tube with two cardan shafts and a hypoid tooth differential.

A new competition to the big brands
A new competition to the big brands

Its maximum speed was 110 km / h and the third gear, the long one, allowed to advance from 4. Even on a mountain road it was not necessary to change. The company offered as standard an open body with between five and seven seats and a closed body with the same configuration but with a separation between the driver's compartment and that of the passengers. Any other kind of bodyAs a roadster, convertible or Landaulet, it was supplied on request. Bodybuilder Karmann took care of the conventional ones.

Usually a guarantee of progress and quality

The advertising for the eight-cylinder Mannesmann summed it up nicely: the name is a worldwide guarantee of advancement and quality. According to the house, their car had all the good qualities of international luxury cars combined with incomparable efficiency. In figures, a consumption of about 14 liters per 100 kilometers.

However, various problems with suppliers, a miscalculation of the real possibilities in the market and, above all, the arrival of the economic crisis in the late 200s, forced the German brand to stop producing its car from dream after having made just under 1929 units, and closing its car factory in XNUMX. Little is known today about these vehicles.

Winning in the races
Winning in the races with 8/25

A separate issue was the Mannesmann-Mulag truck and bus production. During the war between 1914 and 1918, the company manufactured between 60 and 100 heavy trucks a month. After the war, it continued with the production of the pre-conflict models, until presenting its first novelty in 1921: a 4/5 tonnes with a 28/44 CV engine and chain transmission. This vehicle already equipped leaf springs on the rear axle.

This was followed by a range of heavy trucks with a payload of around 3,5 tonnes, whose chassis were also prepared to carry bus and coach bodies with up to 54 seats. In addition, there was a three-axle version, suitable for 5 tons of cargo, whose two-axle variant was transformed into an all-wheel drive model capable of transporting up to two tons off-road. The common engine developed between 52 and 55 hp, equipped with double ignition and air pump.

These vehicles were heated in the cabin and, as they were exported to many markets, they were manufactured with both left and right hand drive. Starting in 1927, after closing the engine factory, Mannesmann-Mulag took an FBW license from Switzerland although it commissioned the production of this 70-75 hp side valve thruster from the German manufacturer Selve. These engines were used in trucks with a payload of 3, 3,5 and 5 tons. A 5-ton model was also born that used a 100 hp Maybach engine.

Nice MM
A nice MM

The Selve engine turned out to be of little resistance and there were many complaints and claims that came from the carriers. Due to the strong economic crisis and the many criticisms, the company suffered heavy losses. Seeing the situation, he sold in 1928, including all parts and patents, to the Büsssing consortium, which kept the factory open until 1930 to supply spare parts to the many Mannesmann-Mulag still in circulation.

Later, the Mannesmann group was divided into many subgroups and sectors; The current Brüder Mannesmann Werkzeuge (Mannesmann tools) was created in 1977 and is directly linked to the automobile industry of the 20s.

 

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Written by Christian manz

I am V. Christian Manz, born in Hamburg, but living in Spain for a long time. I have been collecting photos, catalogs and other documents on the history of the automobile since childhood and, thanks to this, I now have a large archive. Years ago Classic Motor gave me the title of ... Read more

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