Purchase Advise
The original prices for a new scooter were between 1,355 and 1,700 German Marks, depending on engine and options. A total of almost 47,000 units were built of the so-called 8-inch version (indicated by the straight-lined front hood along with chrome bumper) and the 10-inch version (with the raised hood).
Motors used were exclusively built by ILO in Pinneberg. Offered were the 125 cc with 4.5 / 4.7 / 5.0 HP, 150 cc with 6.5 / 6.7 HP and as the largest, a 200 cc engine with 9.5 HP. The latter was particularly well suited for the use of a sidecar.
In the summer of 1951, the first scooters with 125cc engine were delivered. These scooters differ somewhat from later models. Thus, the seat used springs, which later gave way to a more comfortable Dunlopillo foam material. But this new material had the disadvantage to absorb water like a sponge . Various parts, such as headlight housings, spare wheel holder or handlebar mount were made from steel which changed to aluminum on later models. The suspension was due to the short travel and the simple fork design in today's standards not very comfortable. If one wanted to put it more positively, one could also refer to a "sporty firm" suspension. However in the early 50s, it measured up quite nicely in comparison to other two-wheelers. For only 85 German Marks more, the standard version was joined by a luxury version with battery, brake and parking lights, ignition lock, a light in the engine compartment and an electric horn instead of the bicycle bell. In the spring of 1952 the 150 cc motor and in March 1953 the 200 cc motor, which had now a four speed gear box followed. From the outside the 200 cc version could be recognized by the gear shift lever on the left, like a motorcycle, and the brake pedal on the right. Also the right side cover received additional air intake slots for increased airflow
A, in 1954 announced Goggo scooter "Junior" with a smaller 98 cc motor never made it to the market.
At the 1953 IFMA an improved Goggo 200 as a luxury version (T 54/TA 54) was presented. The special feature was a swing arm with tension springs and hydraulic shock absorber at the front. The rear wheel also was equipped with a hydraulic shock absorber. The luxury version had additional improvements: Twelve-liter tank, electric starter, remote fuel primer and for the first time an instrument panel with a high mounted speedometer and ignition lock. The panel also housed the charging light and engine idle display. Even a space for a clock, which could be ordered for an additional cost, was on the panel. Also for an additional charge a SIBA Dynastart (electric starter) could be ordered. Thus the fiscal year 1953 was very good, 10,668 scooter found a home with customers.
But the competition did not sleep, and therefore GLAS continued on improvements and innovations. Consequently, in August 1954, the next evolution (TA 55) featuring 10 inch wheels and a modified frame was offered for sale. The wear-prone swing arm rear suspension was replaced with a tough, rubber mounted cast iron frame and two shock absorbers. The size of the brakes and wheel bearings were increased also. The production of the scooter continued until the mid-1956 despite the already started production of the Goggomobil car. But the T 55 no longer could approach the sales figures of the previous models. A final production run of 400 scooters were assembled in 1957 from left over parts inventory. The T 57 was given its own logo, a kickstand like the motorcycle and the large speedometer from the now-produced Goggomobil and on special request a very elegant two-color paint job. The T 57 can be described as the best and most technical sound Goggo scooter.
To complete this write-up we must mention the 1959 built Russian Tula. It looks like a Goggo from Bavaria but in detail the construction is crude and therefore with its 160 kg much heavier and with its only 8 HP motor clearly underpowered. Despite an almost identical look, no part from the Tula is interchangeable with Goggo scooter parts.
The market situation:
Offers, whether a barn find or restored, are now very rare. In the relevant journals almost no more offers can be found. Generally, more of the old 8-inch versions are offered, with most coming from the years 1953-54. Versions from 1951 and 125 cc engines are very rare. Offers for cargo scooter with its various cargo carrying structures, are almost none existing. To get a hold of such a vehicle is like a winning the lottery.
The decision whether to take on a restoration or to purchase one restored, will depend primarily on the hands-on ability of the buyer. Not infrequently is such a two-wheeler being readied in someone's home basement over the winter. The many improvements and innovations that fed continuously into the series, make a restoration not necessarily easier, since similar part are not always interchangeable.
About the technology:
The ILO engine is generally considered a reliable and durable motor that does not need much maintenance. With proper care 60,000-70,000 km is possible, even in the mountainous Allgäu region as can be confirmed by Franz Heigele. If the piston and cylinder are in good condition or have they been reworked (overhaul with grinding of the cylinder and a new piston can be up to 500 Euro depending on the shop), the contact breaker / ignition timing is set correctly and the correct (cleaned) carburetor is installed, one can live with of the normally rather rough running engine quite well. Caution by the crankshaft: Because of different alternators (Noris, Bosch, Siba) the crankshaft tapered seats are different and therefore not freely interchangeable.
The tires, whether 8 or 10-inches, are not a problem and are available at every good tire dealer. For brake shoe replacement one can use material offered by the yard, if original shoes cannot be found.
About sheet metal, chassis and frame:
The now up to 60 years old sheet has certainly been through a lot. Rust can be found on the hood at the attachment points to the knee plate at the bottom left and right, not at least because under there is a reinforcing plate and the gap between them is full of corrosion. The same situation is found at the rear. The side covers have mostly stress and vibration cracks, somewhat caused by the 1-cylinder engine which is rigidly bolted to the frame. The knee plate itself may have been suffering severely from a fall or other abuse. Special attention has to be given to the frame which is often distorted from a sidecar operation. Also, frame cracks were not so rare, so scan the frame for cracks or to poorly welded repairs. At the 8-inch wheel front swing arm the shock absorber mounting points can be deformed. Above all, the mounting of the rear swing arm is a weak design and therefore susceptible to wear, especially if it was not lubricated regularly. From the T 55 models on, this problem was solved.
About appointments:
Perfect chrome parts are very rare, even trim pieces are in extremely short supply. The porthole rings and the emblem and the writing on the 8-inch model are available as re-manufactured parts. A replacement tail light will set you back a minimum of 150 Euros. Tail and brake light covers are virtually no longer to be found. Also finding the ignition lock, especially the old version can sometimes cause a problem.
The seat cover is in many cases in poor shape, the foam rubber is usually still in good condition, but not the carrier plate, which, depending on how often the Dunlopillo core was wet, is more or less rusted through.
It is difficult to determine which colors and when were used on the scooters. The early scooters were only available in black and beige. Initially the 8-inch wheels were not painted dark red. On the beige model, for example, they also were painted beige. Even the line marking was originally wider than it was in later models. In 1952 the colors light beige, burgundy, gray to light gray and blue were added. The T 54 was the first one to get an iridescent color dress in metallic green, which was a hit with the public and was ordered frequently. Later on the T-55 scooters more attractive metallic colors were added: blue, silver, beige and red. GLAS was thus one of the pioneers of metallic automotive paints in Germany.
For pricing:
The price range starts at about 500 Euros for non-complete or dismantled vehicles in boxes in condition 5. Decent and complete scooters requiring a restoration are running between 1,500-2,000 Euros. Having been restored and drivable scooter start from 3,000 Euros, top condition models easily can cost twice that much. For scooters with side car in top shape the price level moves in the direction of five digits. In terms of pricing, it really does not matter if it is an 8 or 10-inch scooter. Each model has its own special charm, the agony of choice cannot be removed! For cargo scooters, because of the lack of supply, one can only speculate on the price. There are known sales that were more than 10,000 Euro.
Right now the general trend in the Goggo scooter market is that vehicles kept in original condition are given preference. Of course, all the technical areas should have been addressed in terms of traffic safety and driving pleasure.
For questions related to the Dingolfinger 2-wheeler our technical advisor Heribert Füchsl is at your disposal. Also the former technical advisor Franz Heigele will readily provide information and advice (tel. +49 (0) 8331/65993, This email address is being protected from spambots. You need JavaScript enabled to view it.). Uwe Neff (www.uwe-neff.de) offers various trim pieces, springs and turned parts and finally, the informative and comprehensive website of Thomas Kreuzer is very helpful (www.alte-roller.de).Goggo Scooter Purchase Advise
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