Why was I not surprised to find a Messerschmitt in Tokyo? That old Axis connection, perhaps. And the well-known local penchant for everything exotic, unusual and left-field, at least in automotive terms (and barring anything called Kia or Hyundai – there are still a few taboos here). Nevertheless, I did do a double take when I saw this sitting in front of someone’s house, because even back when these were made, they looked positively alien.
Finding one of these machines in England could have also made sense, for folks there revere the three-wheeler as much if not more than the Japanese do. And it seems the Brits really took to this car, though how many of these were made with handlebars on the right remains unclear.
The folks who imported Messerschmitts in Japan at the time also imported Lotus, apparently – a wiser pick, though in terms of raw numbers, the Kabinenroller was nothing to sniff at. No idea whether these were all that popular in Japan. I doubt it, as they must have seemed very expensive compared to local kei cars.
1953-55 Messerschmitt KR175, next to 1953 Cadillac Series 75 for size
This contraption was originally designed by aeronautical engineer Fritz Fend (1920-2000) as the Fend 150. Lacking production facilities, Fend teamed up with Willy Messerschmitt, whose facilities now lacked a product. They created RSM (Regensburger Stahl- und Metallbau) to put the trike into production under the Messerschmitt KR175 name, which began in early 1953. Though there were still many changes made to the design for the first few months, the tiny tandem trike was a success.
FMR Messerschmitt KR200 brochure, 1957
The KR175 design was even licensed in Italy to Mivalino, a joint-venture of gun-maker Beretta and motorcycle-maker Benelli. By 1955, Fend had reworked the design pretty extensively – the canopy, front end and the single-cylinder Fichtel & Sachs two-stroke engine were revised, resulting the KR200.
At the same time, the Messerschmitt works were kept busy thanks to the Mokuli, another Fend-engineered trike. The year 1955 was a good one for the company: 15,000 KR175s and KR200s were sold — an all-time record. However, Willy Messerschmitt saw that the time was ripe to cash in his chips.
By mid-1956, aircraft production could now be resumed in West Germany and BMW had launched the Isetta. Messerschmitt sold his RSM shares to Fend, who created FMR (Fahrzeug- und Maschinenbau Regensburg) to continue vehicle production. The KR200 kept its legendary birthname and, by January 1957, gained an FMR logo (missing on our feature car) and a soft-top option.
Ultra-rare FMRs – above: the glamorous KR201 roadster; below: the savage Tiger 500 four-wheeler
The proliferation of bubble cars (BMW, Glas, Heinkel, etc.) in Germany and the competition of cheaper “proper” cars like VW, NSU and Lloyd turned the bottom of the market into a shark tank. Ultimately, only BMW and VW survived. FMR fought gamely, launching the KR201 roadster and the sporty four-wheeled 2-cyl. Tiger in 1958.
The Tiger was quite a spirited little thing, but it was far too expensive to be successful – only around 300 were made until 1961. The KR200 held on until 1964, though production numbers after 1960 were dismal. Just about 28,000 of those were made in ten model years – half of which were actually built during the first year of production, i.e. before FMR came to be.
Though not insignificant, this production run is a far cry from the (much cheaper) Isetta’s numbers. However, those who tested both bubble cars usually much preferred the Messerschmitt, whose low centre of gravity made for a far more secure road manners than the fridge-on-roller-skates BMW. Going up to the 90kph maximum speed in the KR200 was nonetheless not for the faint of heart.
Although not inexpensive, the Messerschmitt was decently-built, reliable and extremely economical: up to 75mpg (3 litres / 100km), though that’s not counting the oil, two-stroke oblige. Styling-wise, it could also be said that the Messerschmitt at least attempted to look like a comprehensive whole. It’s no oil painting, but it has a certain oddball streamlined chic. The taillights poking out the rear are especially neat.
Having read a couple of period tests, I would be interested in trying one of these out for myself. Journos who took these for a spin say that these take a little getting used to, but become lots of fun once the mix of bike and car controls are assimilated. Arriving anywhere in one of these would also be a genuinely fun experience. It’s difficult not to smile when seeing a Messerschmitt and even non-enthusiasts would find this vehicle noteworthy, with that tah-dah moment when you open the canopy…
On the down side, proper care needs to be taken to keep the recommended tyre pressures: suspension, speed and stability all depend on it, much more so than on a four-wheeler. Additionally, the idea of sitting in this thing in the middle of Tokyo’s stifling summer heat does not really appeal (though that’s not a problem right now). Lastly, if you happen to find an engaging lady passenger, she’ll be sitting behind you. There’s a price to pay to pilot a Messerschmitt.
Related post:
Cohort Classic: FMR Messerschmitt Kabinenroller – The Scooter With A Cabin, by PN
The rear amber-colour turn signal indicator in the middle reminds me of a parody in one of the car magazines some years ago as April Fool’s prank. The parody poked fun at NHTSA for coming up with a single taillamp in the middle that can function as brake, turn signal, reverse signal, night illumination, etc. by how a single bulb is physically manipulated.
NHTSA called it a greatest technical achievement…ironically so, considering how antediluvian its regulations are with changing (and emerging) automotive lighting technologies and how hebetudinous its approach to the automotive safety regulations (think rear turn signal indicators and new types of headlamps) are.
I see you mentioned the War, but I think you got away with it alright.
Actually, like Basil, these are easily unhinged (without which there’s no entry). Anyone driving one amongst the giants of 2020 would need a likewise qualification, as it is smaller than the bro bar on someone’s tow-dozer. It would easily become stuck under the 22 inch tyre, flattened, tap-tapping down the road with the authors of its doom insulated aboard the 2020 only mildly distracted by the bit of can they seem to have got wedged into the wheel.
Never having thought much about bubble-cars – in fact, I daresay there are likely tens of thousands of things I have never thought about but I don’t know because I haven’t thought about them – but now having done so due to this article, I have decided I like Msrs Messershcmitt and Fend’s one best. The Isetta had the door flaw and the Goggomobil’s a name that removed any last ounce of diginity that the impoverished purchaser might have sought to uphold, but the Schmitt has some verve in its curves – if not in THE curves – which makes it uniquely unique. It would indeed be actual fun to zot along in one on a cool day out. Ensconsed in aluminium and canopy, the noise of a thousand wasps to drown out reality, one could imagine the wings were still on top of one’s cabin. And a Spitfire below. No, no, I meant London. No! No, I meant the hellfire of the humdrum drowned out by the bellow.
One of your best titles to date, Dr T.
I see you mentioned the War
Yes, and he came perilously close to affirming Godwin’s law. FWIW, the odds of a Messerschmidt being in Japan because of “that old Axis connection” is essentially Zero.
Thank you so much, Mr Tree. For over 70 years I have been reading about Messerschmitt. What that name means never came to my mind until I saw your comment on its curviness. Knife maker indeed.
Great essay and wonderful ads. Now, about the two gals in the convertible next to a tent. How, how, did they get all that equipment into the Messerschmidt. I like the ad for the “Deluxe” model. We saw some of these in the U.S. but not too many. One crash against a big American car and it was curtains.
At least this solves the left hand drive vs. right hand drive issue!
That black protrusion on the right side towards the rear is odd. I don’t see it on any other KR200s. It looks to be a cover for a spare tire stowed there, but that’s odd, as they were typically stored at the very rear, inside the tail. Odd.
To me, it looks more like an air intake cover. Some online shots show a smaller fairing there on some examples. Perhaps the owner is trying maximise air intake flow in (heavy) Japanese traffic?
That’s what it is. On closer examination, it appears to be open to the front.
The things that can be found in Tokyo driveways never cease to amaze me. I’ve never seen a Messerschmitt outside of a car show or a museum (last one I saw was about two years ago, when a car museum I went to had a display devoted to bubble cars). I’d love to know how often this example gets out and drives around.
I found the author’s last line amusing, since in Japan its customary for all passengers to sit in the back. Only when the back seat is absolutely full does a passenger join the driver up front. Its quite disconcerting in Japan when a friend offers to drive you somewhere then opens their back door for you.
(This is not meant to be disrespectful)
Maybe they were made from leftover Baka Bombs that thankfully, were never used during the war.
> How, how, did they get all that equipment into the Messerschmidt
Here’s one I saw in Brighton a few years back, being laden with two adults, shopping bags, and a good-sized dog
Great catch! The ultimate cool city car.
I distinctly recall at least one Goggomobil in my village as a child, but I can’t recall ever having seen a Messerschmitt in the wild, so a very impressive find, and doubly so half (or is that a whole?) world removed.
If you happen to find that “engaging lady passenger”, perhaps offer to let her enjoy the charms of piloting such a conveyance. Problem solved.
The advantages of old age! 🙂 I saw a number of these in Innsbruck in the ’50s, along with all the other bubble cars, especially in the summer with German plates, tourists.
Innsbruck made its own microcar, the Libelle. https://www.curbsideclassic.com/automotive-histories/automotive-history-1952-1954-libelle-dragonfly-the-only-car-ever-built-in-innsbruck/
Great article and great find. It amazes me that it passed a GOJ Shaken inspection and they allowed it to be titled.
Why is that? There’s all kinds of old cars still on the roads in Japan, right? As long as the vehicle is intact, well maintained and everything works like it’s supposed to, why wouldn’t it pass? It’s not like they can demand it to have air bags, or disc brakes, or…
Isn’t it an inspection like the TUV in Germany that focuses on structural integrity (rust) as well as all systems working as originally intended? Or am I missing something?
How are all the 2CVs there on the road? And old Minis? And old VWs?
Never mind! A wee bit of Googling shows that the Shaken is only required for motorcycles and vehicles with over 250cc displacement. That’s 50cc more than this has. 🙂
But I did read through the Shaken test, and it seems to me that the older and simpler the vehicle, the relatively easier it should be to pass. A lot of stuff is only relevant to newer vehicles, like emissions, and things related to various power systems, etc.
If a simple classic/old vehicle is properly maintained, it doesn’t seem all that onerous. And given all of the old cars T87 keeps finding on the streets over there, that must be the case, more or less.
I was surprised Paul because the Shaken inspection is very rigorous – and all the car’s systems have to work – for the year it was built. And that goes to the biggest problem for having a classic or older car here – parts. Have a small oil leak and you’ll fail the Shaken inspection – and where do you get an O ring seal for your Messerschmidt – or an older Bluebird…
There are very few collector or older car parts businesses here. There are a few small shops that might have some spares hidden away but nothing like a Baker’s Auto I could call up and have them send me a power steering pump for my 67 Lincoln. And junkyards are very limited – no space.
Tatra has done a super job finding some real gems, but that’s in a city of 13 million. Older cars are not the norm here – for the parts reason, the view that cars (like most things) are disposable items, and also for most Japanese, driving an older car still carries the “you’re” poor” stigma.
It’s a challenge being a older car owner here – it’s doable but takes a lot of patience and usually a lot of money…