Under public pressure to meet the demands for cheap personal transport, the VEB Automobile Directorate finally approved a motorscooter project in late 1953. After 81 days design and development, the team under Roland Berger at the Industrialwerke Ludwigsfelde had assembled three prototype vehicles for presentation and testing. The cover of the first edition of Illustrierter Motorsport for 1954 showcased the original prototype on its cover. A glimpse of what is to come for the transport hungry people of East Germany
The appearance of the Pitty in Illustrierter Motorsport and other publications resulted in an immediate flood of letters to the editor, which were documented in an editorial by G Grassmann in the 5th edition, March 1954, https://dkwautounionproject.blogspot.com/2023/01/1954-illustrierter-motorsport-gdr-year_51.html English translation:
When do we start "rolling"?The pressure was on. A test drive was organised, which writer Arthur Rosenhammer managed to turn around quickly enough to get it published in the same edition as Grassmann's editorial. As Rosenhammer's review appears first in the magazine, much of Grassmann's later editorial seems redundant.
Letters flutter onto our editorial desk every day, in which our readers want to know whether the first motor scooter will be on the market this year, what it will look like, what it can do, what it costs, etc. Well, most of these questions my colleague Rosenhammer and the undersigned can answer on these pages. If no unforeseen difficulties arise, the first "Pittys" will be rolling on the streets of our beautiful homeland with their happy companions this summer [July 1954]. For those who want to know exactly, the top speed of the vehicle will be around 75 km/h, the cruising speed is said to be around 60 km/h. The number of scooter owners will increase from month to month and by the end of the year we will have several thousand scooter friends who have a "Pitty" to call her own.
We can't give any binding information about the price at the moment, but it is certain that the sales price of 950 to 1000 DM that went through the press a few months ago will be significantly higher. The aforementioned price was intended for the "Hexe". This was a motor scooter that was built with painstaking, private craftsmanship, but which would never have met the demands of our working people. As I said, the price for "Pitty" has not yet been fixed, but we recommend that anyone who wants to purchase this real gem they if they do not have 1000 DM together idle their hands, but should diligently continue to save.
A few more details that should be of interest: fuel consumption is 2.5 to 3 liters per 100 km. Wheelbase is 1390 mm, weight 120 kg. When we talk about our first motor scooter, we don't want to forget the people who work tirelessly day and night to implement our government's new course so that our workers in town and country can have a vehicle available as quickly as possible which you have been longing for a long time. The Ludwigsfeld collective, under the direction of its chief designer Roland Berger, has really achieved amazing things in the last few months! After the completion of the first test scooter on December 21st, which we illustrated in our first January issue, practically the new scooter was manufactured in the period from January 6th to February 15th. This is an act to be proud of.
Tests are currently being carried out with these three vehicles. It won't be long before the zero series will be launched. These vehicles will also put through their paces again. Our editors were promised they would provide us with a scooter from this series for a test report. We hope, dear readers, to be able to provide you with this report by May at the latest.
Well, until the time has come, the savings must be built up. But those who haven't saved enough "on the high edge" by then may have become lucky winners by the summer and can also afford a "Pitty".
However, we have to dribble a small drop of bitterness into the cup of joy. All friends of a small car, who also longingly hope that a corresponding four-wheeled vehicle will soon be available for sale in the HO sales outlets, we unfortunately have to disappoint at the moment. Such a project does exist, however, the previous publications about it, regrettable as it is, are more about dreams of the future than realities. But you may be convinced, dear readers, that the leading men in the ministries and in the design offices are very seriously working on such a car and that the time is probably not far off when we will be able to publish an equally gratifying report as is the case this time about "Pitty" about the first small car in our German Democratic Republic.
So we'll be in touch ‘on the same matter’, dear friends, when we can serve you our "Pitty Test" as a tasty springtime treat.
G. Grassmann
We ride the PittyBoth Rosenhammer and Grassmann carefully temper customer expectations - the Pitty still has a long way to go in development before it will be available in the stores, but the public is too keen. They do not want to wait! This will become a problem.
My report, which was intended to be purely technical, must begin with a confession. Like so many others, when the first Italian motor scooters appeared, I too was one of those who claimed that such a vehicle was a fashion gimmick and would not assert itself. Reality or facts have convinced me that it isn't so, and so today I, as well as my wife - and not forgetting my daughter - am absolutely infatuated with this lively lovable little purr.
And why? Well, to put it bluntly, as a motorcyclist you're always a little pig. In short, even on short trips you are forced to put on at least an over-suit in order not to get soiled, not to mention when it is slushy or raining. We didn't even think of the lovely ladies, for whom the motorcycle is out of the question due to the aforementioned difficulties, especially as a self-driver. To cut a long story short: the motor scooter has established itself in multiple versions, and it is no longer surprising today if a nurse in her nurse's uniform or a midwife with her utensil case, just like the doctor with the instrument bag or the master plumber with his tools come whizzing by on a scooter. However, let's not lose ourselves, but come back to the main topic. When the first announcements and even photos of a scooter appeared in the sports and trade press, which had been manufactured as a prototype in a state-owned factory and which was supposedly being tested, there was only one opinion - That's right, this is a people's vehicle we have been missing for a long time. As the official motorsports journal, however, we were not as hasty as some of our colleagues in the press, because we know that nothing can be stamped out of the ground and that there is still a long way to go from the prototype to the series-ready model. When all is said and done, in order to track down the great rumors floating around, we decided to get to the bottom of the Pitty affair. Despite the icy whistling wind and the slippery road, we made our way to the state-owned company in Ludwigsfelde, and so we came to the right place. In the head of the testing department, we met an old acquaintance who was well known from the Junkers factory in Dessau as the "teacher" Berger to try it for ourselves.
The exterior: shapeliness combined with practicality. It is worth mentioning that all three Pittys presented to us have different color combinations. It's a pity that we can't produce color photos in our magazine. There were soothingly tasteful color combinations, some of which were missing on our motorcycles. The polished aluminum trim strips also make the scooter a real gem on the outside. However, we didn't want to be blinded and sniffed the insides closely. With the loosening of three knurling nuts, the rear fairing with the seat for the driver and passenger and spare wheel was easily removed, and the heart of the Pitty lay clearly in front of us. First of all, we welcomed an acquaintance that has been tried and tested thousands of times: the good old IFA RT 125 cc engine transmission block from Zschopau, albeit in a slightly modified form. The robust, reliable little machine is equipped with a cooling air suction fan, the turbine impeller of which is driven directly off the front of the crankshaft by means of a small V-belt. For this reason, an opening covered by a grate is harmoniously designed into the rear wheel cover for the cooling air inlet. A few minor but necessary changes to the kickstarter are not worth mentioning.
The HP number is known: 5.2 HP at around 5000 rpm, compression ratio 6.5:1. With a bore of 52 mm and a stroke of 58 mm, this results in a total stroke of 123 ccm. Mixture lubrication is 1:25; battery ignition; alternator 6 volt, 35/45 watt (exciting), multi-disc wet clutch. Power transmission from the engine to the gearbox by an endless sleeve chain, three-speed foot-operated gearbox, reduction of the engine to the gearbox 1:2.75. Gear ratio: 1st gear 1:23; 2nd gear 1:11.7; 3rd gear 1:7.85. Well, that was practically nothing new. But now it's coming:- the engine-transmission block is installed in the rear-wheel tuning fork so that it resonates! This has the disadvantage that a long petrol hose has to go along with all the swinging movements, and the advantage that the chain from the engine to the rear wheel runs constantly and can work well disguised without great stress.
The team of engineers and technicians solved the suspension of the rear wheel swinging fork in a very simple and practical way by using an unguided screw-in compression spring, which, contrary to expectations, without a shock absorber - describing a small arc of a circle - has proven itself with the best suspension properties, as one takes into account the greatest value on the simplest construction of wear resistance. It is logical that the rear wheel also has a wide fender under the hood, so that the drive unit is protected from dirt. In the event of punctures, only the quick-release axle has to be removed and the hinged mudguard folded up by loosening two screws, the brake drum and chain on the sprocket remain unadjusted and do not require any additional assembly. The fuel tank is mounted above the engine. Of course, to fill it up, all you have to do is fold up the seat, which is also hinged, and it's no problem to top up the tank quickly and without getting dirty.
And now to the front. A tried-and-tested approach was taken in the front fork and suspension construction with a rocker arm coil spring arrangement similar to that used successfully by the Italian Moto Guzzi and the West German "Adler". It is also not very difficult at the front to change disc wheels in the event of a puncture.
Actually, that would be practically everything for the professional, but still a little more detail: - Large, wide brakes at the front and rear are actuated with a cable pull or linkage. The rims, fitted with 3.5 x 12-inch tires, are divided in the middle and held together by six steel screws, of course with a snug fit, so that even tire mounting should be quite easy even for laypeople. Regarding the tire itself, it should be said that the chosen dimensions are the more correct ones based on general experience in scooter construction as a middle between motorcycle size and otherwise generally usual scooter size.
The controls: with a double lever - equally good for soles and heels - the foot shift lever on the left and the foot brake on the right. On the handlebars, as usual, the clutch lever on the left, the front wheel brake lever on the right, the twist grip and the dimming switch with horn button on the left. Below that, embedded in a dashboard, is the clearly arranged speedometer, next to it the idle indicator lamp and high beam indicator lamp, the ignition light switch, and on top of that there's still room for a clock. Needless to say that the seat, which can be opened, is also a tool holder. It is very softly cushioned and comfortable. It remains to be mentioned that when opened, it not only reveals the tank filler neck, but also an opening for sparkplug access and change. The spare wheel is screwed to the rear of the fairing with three screws. You can also attach a luggage rack to it. An additional, purposeful plexiglass windshield construction proved to be very practical, which is intended to protect promotional drivers and the older generation. One more thing: The running boards are lined with grooved non-slip rubber, while the edges are edged with aluminum ribbed strips. So, that's it.
The test drive was very satisfactory. The driving characteristics are good, also in curves and when braking. One finds the good protection of the lower body to be particularly pleasant compared to the motorcycle, although one has to get used to the fact that the knee[pad]s, as are usual with motorcycles, are missing.
It is already certain that the motor scooter will also find its way into the German Democratic Republic. But please don't let me give you the idea of thinking: 'Well, based on the report everything is clear now, all you have to do is go to an HO special sales point and bring the little dollops to lay down on the table and roar into spring.’ Far from it. The technicians will understand that better. Of course, the machine is up and running, but now it first has to mature with test drives over hill and dale for many hours on the autobahn.
On the whole the little contraption is fine, but there's still a lot to polish that the design collective will figure out on their own. Let's spare ourselves any hints at this point about small errors, which can, however, be remedied with simple means. I hope and wish that when you are the happy owner of a Pitty later on, you will confirm to me as a happy owner: "The thing is a stunner!"
Arthur Rosenhammer
After months of 'quiet', by July 1954 the Pitty had still not hit the stores. In edittion 22, the editors took aim at the ministry and management at Ludwigsfelde.
Problem child "PITTY"
In the spring of this year an article appeared in our "Illustrated Motorsport" magazine about the "Pitty" motor scooter that was to be expected. The working people of our republic have been waiting longingly for this new vehicle for almost a year now. It was clear that the test-driven prototype would have to mature in terms of design and prove its reliability in lengthy trials. Plans were drawn up and gave hope that the pretty motor scooters would soon be released from the VEB Ludwigsfelde plant. In the meantime, however, more than half a year has passed.
Well, in Berlin and the surrounding area you can see one of these charming little purrs from time to time. However, up to now they have only been test vehicles. In vain, however, the huge crowd of interested parties have been waiting, after many announcements and just as much reassurance, for the scooter to be offered in the HO stores.
The latest information we have received says that around 1000 scooters are expected to hit the market before the end of this year, in the Christmas month. However, this ray of hope should not hide the fact that the state-owned company in Ludwigsfelde has so far worked extremely carelessly and without initiative. We therefore considered it the duty of our editors, especially since we receive a spate of letters to the editor asking us to "shed light" on the whole matter. Today we can make the gratifying statement that the main administration for car and tractor construction of the Ministry of Mechanical Engineering, which at times dealt with the "Pitty" case with great lethargy, is working hard and trying with all the means at its disposal to meet the demand for our working people, namely, to bring out a people's vehicle of this type [i.e., a scooter]. Now the time has finally come for series production to start!
There are many reasons why it took so long before the "Pitty" ship was able to get afloat. It goes without saying that the slow-witted people have been held accountable in the meantime. Small technical difficulties, which among other things were perhaps due to the fact that the RT125 IFA motor under the fairing of the scooter was no longer wind-cooled, but had been given fan cooling and others small technical things should not have been a reason and above all is no excuse from those responsible for disappointing our workers for so long.
For the future, we recommend not to advertise anything before it is ready. Don't raise hopes if you can't realize them quickly enough. Basically, we would like to state that this time it was least of all due to the material difficulties, which are often used as an excuse, but to numerous design flaws that had to be ironed out in testing. The fact that these weaknesses appeared in the Ludwigsfelde industrial plant cannot be concealed. A collective of engineers there, with great initiative, succeeded in "getting a scooter up and running". The design results weren't bad at all, but you couldn't expect these designers, who come from a different field, to develop a mature motor vehicle right away. Therefore, experienced designers from the state-owned vehicle industry should have been brought in earlier, who could have solved these problems more quickly on the basis of their knowledge. Admittedly, this has now happened in the last stage of development, but why did so much have to be done beforehand? We already mentioned at the beginning of our article that we intervened with a heavy hand.
In the interest of our working population, we demand that a case of "Pitty" must not be repeated! Let's hope that the delivery of the first motor scooter in the German Democratic Republic, which will start in December, will give the happy owners a lot of joy and that we will get over the long wait time for a motorized people's vehicle.
West German newspapers get wind of the delays and attack their East German counterparts:
https://dkwautounionproject.blogspot.com/2020/06/soviet-zone-scooter-debacle-der-speigel.htmlThe history of IWL Scooter development:
https://dkwautounionproject.blogspot.com/2019/09/east-german-iwl-scooters.html
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