Konig History

[Mark75H]

I'll let Dieter König's own words start us off:

[Mark75H]

Dieter's father, Rudolf started making little outboards with very long shafts for sailboats. People said he was crazy, but sailboaters liked the inexpensive fuel stingy outboards and he developed a steady business. Here is that J motor from 1935. As far as I know this was the first König racer.

[Master Oil Racing Team]

Wish I had a flash & done more angles, but anyway. The first three are on a riverboat on a lake in West Berlin, celebrating 50 years of Konig Motorenbau. (1927-1977). The other two are some motors at the factory.

[Mark75H]

Is that motor next to the "side board" display motor a 3 cylinder radial 500cc?

I wish Dieter was still around to tell us about this stuff. :(

[Master Oil Racing Team]

You mean the small little motor on the end? I don't think it's a radial, but I never looked real close. I think it was the style Rudolph first built for sailboats or rowboats. The shaft here was cut short for it to fit the display.

[Mark75H]

No, I meant the next one. I know about the one on the end. It was marketed as a "sideboard" motor that clamped to a board midships. I think the distributor "Bray" in England sold a whole lot of them for König.

[Master Oil Racing Team]

Sam:

You've got a good eye, especially for a not too good photo. I never caught that before. I've wandered around Deiter's factory many days. He never had any restrictions, & I always had a camera or two, but I never remember seeing those motors. I snapped a couple of quick shots, with poor lighting, on the way to our seats on the cruise. I was on my honeymoon with my wife Debbie after the racing was done, & I wasn't really concentrating on the engine display.

[Master Oil Racing Team]

There might be some more Eric, but this is the one I think of. I've posted a lot of Konig stuff here and there, but I had been planning on putting pics here, except I keep sidetracking. Not that it's bad to add to the subject on current threads, but it's easy to get lost when you try to go back for a second look.

[David Weaver]

Here is a Konig 125 that I raced for several years. We bought this engine and boat from Jane and Ralph Smith. The powerhead was pretty much "stock" from the factory. The only modification that I remember was water injection into the pipe. We ran this on 12:15 lower unit. I wish we had had an 11:15 back then. But I am not sure that the engine could have taken too much more vibration.

[Master Oil Racing Team]

Can't believe it's been that long since anything has been added here.

These are some pics I took at the Konig factory in 1976. Dieter let me take pictures of anything I wanted. I wish I knew about the museum upstairs back then. I only heard about it a couple of years ago from Steve Litzell. Dieter was so preoccupied with the present, I guess he never stopped to think I would have liked a glimpse of the past.

These are castings for the FA Konig. I can't recall all the things Dieter told me about the making of these, but I believe his sister Margaret made them.

[Master Oil Racing Team]

Here is the test tank.

[Master Oil Racing Team]

I've posted some of these pictures somewhere before on BRF. I can't remember where. Jeff Lytle once asked in a PM if I had any more to post? I just said Yes!. At the time I thought I would be able to follow up with some posts, but we got so busy in the oilfield that I could only barely keep up. At the time, my reply now seems flippant, but I didn't mean it to be so. Jeff wanted a look inside the factory. These pics aren't great. My flash (in those days they were very unreliable on the non commercial side) copped out in the dust of the Sahel of Africa so I shot every thing with available light. I can take pics OK, but my lab skills on developing film on the high end of the temparature gradient in South Texas mean lots of refinement on the computer. When I took all these pics I was not trying to do a story, but merely record some of the history of Konig. I just went around snapping pics of what was there. As Joe Rome and I have discussed many times....we saw a lot of things....and met a lot of people...and did things we never thought about at the time. That's kind of how I remember my times at the Konig factory. I was there to race, and I had a camera and liked to take pictures.

I did do an interview with Dieter the year before, and also took some pictures but I never submitted them. It was a feeling of getting things ready for racing and the history was later. When you were done.

Of course, anyone who knew Dieter....Boat racing history was for a grand celebration.....when you had time. However, Dieter loved and knew the history of Germany, Austria, and surrounding countries. The ancient sientific acheivments were paramount in Dieter's mind. When we drove from Berlin to Linz, Austria he pointed out a monestary above the Danube River and explained how the monks pumped water more than a 1000 meters above the Danube into the monestary in the 1400's.

[Master Oil Racing Team]

This is some of the stuff I was talking about. 2nd pic off the roll, with light intruding. Thought though that any pics from the shop that is gone would be good for outboard history buffs.

[Master Oil Racing Team]

A couple more before I sign off tonight.

[Master Oil Racing Team]

A few more. Stay tuned.....

[Master Oil Racing Team]

Still more to come

ADD: The guy in the background with the apron is Dieter's foreman Sigfried Lubnow.

[F-12]

Wayne............You amazed me with your driving skills way back in the day..........But your foresight in knowing what you recorded on film and saved all these years, again, is amazing. Thanks for what you are giving us. I am reliving some wonderful times with your photos.............

[Original Looper 1]

Wayne,

These pictures are the greatest! I'm sure you know where most of them will eventually end up.

Based on my experience of engine manufacturing & collecting, especially one off rare Konigs,and my analysis of the castings in your photos of the opposed 4 cylinders stacked up -- were the pictures taken in 1975 or early 1976? They appear to be C 500 castings by the bore spacing of the sleeves and the bore sizing, along with the external casting traits that Dieter I'm finding changed over the years for reasons unknown. It's almost surreal that my father and Dieter were so alike in many unusual ways.

Tell me, Wayne, how close did my analysis hit?

Many thanks, Wayne, for your insightful photos.


Paul A Christner

[Master Oil Racing Team]

I thank you for your comments Charley, but if I had foresight...I would have taken more notes. Being at the factory was something I never dreamed would have happened as a 16 year old reading the brochures and looking at the pictures over and over. It really was an afterthought that I went there in the first place. I had a six week excursion ticket, but only a 30 day visa to Nigeria. When I left I spent a week in London, then on a lark I flew to Berlin to see Dieter and visit the factory. To my luck...Jerry Drake just flew in from South Africa. That is where I met Jerry. It was the following year I was invited to race in Berlin for the first time.

Paul...these pictures were taken in 1975. I guess I can say that you were right, but I also can't confirm it. I never saw any racks of castings that were separated. I thought at the time and still do that 350 through 1100 were the same castings....just a larger borehole for the bigger sleeves. I may be wrong though. I will send you the pics of the casting block and molds for your website when I get the e mail working again. I am really looking forward to your comments on how those work.

More pics

ADD: In the third pic with a green shirt....I couldn't communicate with this guy...but he was friendly. After Dieter introduced me to him he said "He is a refuge (refugee) from Palestine".

[Master Oil Racing Team]

A few more before I sign off. Debbie went to San Antonio yesterday and is going to Austin tommorrow....so I have been able to pull out photo binders, scan and leave them on the floor while searching the next group. It makes a quicker turnaround time on scanning photos. Maybe no pics tommorrow. I have to put everything back, plus file a bunch of backlogged stuff on the shelves in the study. It's been fun though, going through the old pics. I've been thinking about drawing a schematic about the layout of the factory so everyone could get an idea of the places the photos were taken.

[Jerry Combs]

Wayne,

Thank you for posting the pictures of the Konig plant. They sure bring back some memories of when I was a whole bunch younger and was able to race my AOH and BOH. I wish I could remember which models I had, the B had the coffee can style of pipes and the A had the first set of sliding pipes that I had seen. I bought both from Marcel Bellville if I remember correctly.

Jerry

[Master Oil Racing Team]

Thanks Jerry. I have many more to go. I've been trying to remember the exact layout of the plant. I have a fairly good idea, but a couple of rooms have thrown me for a loop.

The cans came out I believe in late 67, but by 1968 that is what you got. I think the first sliding pipe A Konigs were in 1971, but I may be wrong. We did a trade with Marcel Bellville around 1969 or 1970 for a dyno. Seems like we gave him a motor or two for that dyno. We couldn't tame it so my Dad gave it to someone else who could use it. Thanks for the history Jerry.

After I get done with the butterbeans and chicken I am cooking (a recipe from Roland Rome---Joe's Dad) I will try to post more pics.

[Jerry Combs]

Wayne,

I think I got the A motor from Marcell in the fall of 1970, it was the one that he had run at the nats in 1970. I picked up a 12' 6" Bellcraft that had blown off of the Hauenstein's trailer on the way back from the nats at the same time. Got the boat rebuilt in time for the first race of the 1971 season. Dad was still running his Anzani and doing pretty well with it. After I ran a couple of test laps he wanted to know what I thought needed changing as he thought it looked pretty slow. I told him to not touch it, that I liked the way it was. I was late on the first start and dad beat me to the first turn, I really enjoyed waving to him as I passed him on the outside. I lapped him before the end of the heat. <grin> That boat/motor combination fit me like a glove, I think I lost 1 heat with it until I had to quit racing due being layed off during the aerospace layoffs, even when I stepped up and ran it in B. I always wondered how I would have done with it if I had been able to continue racing.

Jerry

[Master Oil Racing Team]

There was a big jump in power when Dieter went from the fixed pipe FA's to the sliding pipes. I'm trying now to remember how the carbs were located. It's stories like yours Jerry that keep us going. It's too bad you had to quit when you did. we might have met up on the race course some place. I was about in the same learning curve as you in 1971.

[David Weaver]

There was a big jump in power when Dieter went from the fixed pipe FA's to the sliding pipes. I'm trying now to remember how the carbs were located. It's stories like yours Jerry that keep us going. It's too bad you had to quit when you did. we might have met up on the race course some place. I was about in the same learning curve as you in 1971.

We still have my dad's first FA. It was built in 1969 and had the sliding pipes. These maybe moved 2-3 inches. The carbs were in either side (righ/left) of the engine. IN the attached photo, my dad is looking over the set-up before a heat in Sutton, WV during the mid 1980's.

[Jerry Combs]

Thanks David, that is the exact motor that I ran. I couldn't remember for sure if it was 1969 or 1970 that I got it. Did you and your dad run yours with the sliding throttle or a seperate lever for the pipes?

Jerry

[David Weaver]

Thanks David, that is the exact motor that I ran. I couldn't remember for sure if it was 1969 or 1970 that I got it. Did you and your dad run yours with the sliding throttle or a seperate lever for the pipes?

Jerry

We had a Konig sliding throttle. I remember that the pipes hung-up quite often. Ran an identical pipe on our Konig "M".

[Master Oil Racing Team]

I've been racking my brain to remember such an FA. I had forgotten about the sliding throttle, but I remember them. We only used levers in front of the throttle. I can only remember the fixed pipe FA's with carbs on opposite sides like your Dad's David. The first sliding pipe FA's I recall were with the single pipe on the converging elbows. I am sure I've seen the ones like you and Jerry have, but I am going to have to clear more cobwebs away.

What was the hookup like that allowed synchronized sliding. Also, I didn't see any rings on a bracket, but it kind of looks like maybe a bar underneath the one pipe that some sort of collar or hollow cylinder welded on the pipe slid on. It that correct....or how was it set up.

[Jerry Combs]

I don't know how the one that David's dad had was set up but mine had a tray mounted to both pipes that slid on a pair of rods that were bolted to the engine. I don't know if this was the factory set up or something that Marcell came up with. I do remember that Gerry Walin was very interested in the set up and complimented me on the simplicity. I never used the sliding throttle as I preferred a seperate lever that I operated with my right elbow, never had a pipe hang up.

[fred tyson]

The sliding throttle setup was the brainchild of Mister Tom Hardin, he made it for Mal originally for the 500cc Konig they had, said Mal could not hold the pipes up on it, so he designed that set up, ran them myself , got them from Mister Hardin and used the Konig throttle, then later changed to the Harrison Freon slide units, that was ahoot to use , had to remember which switch brought the pipes up to 1/2 and which was all the way up.

[John Schubert T*A*R*T]

The sliding throttle setup was the brainchild of Mister Tom Hardin, he made it for Mal originally for the 500cc Konig they had, said Mal could not hold the pipes up on it, so he designed that set up, ran them myself , got them from Mister Hardin and used the Konig throttle, then later changed to the Harrison Freon slide units, that was ahoot to use , had to remember which switch brought the pipes up to 1/2 and which was all the way up.

Not to create any real controversy here, but Chuck & Lou Simon had sliding pipes as early as 1967 that I recall racing against Chuck.

[tim hanna]

There might be some more Eric, but this is the one I think of. I've posted a lot of Konig stuff here and there, but I had been planning on putting pics here, except I keep sidetracking. Not that it's bad to add to the subject on current threads, but it's easy to get lost when you try to go back for a second look.

Hi there,
I am new to this so hopefully this will end up somewhere useful. I am writing a book about the late, great Kim Newcombe. Kim, a fellow Kiwi, came second in the 1973 world 500cc motorcycle GP championship - sadly posthumously. Kim built his Konig powered bike in the factory with Dieter's help.
It was raced as a Konig. It would be great if I could ask a few questions and see if anyone can give me the answers I need. Naturally the battles between Quincy and Konig are a significant part of the book.
For example I would like to know when proper expansion chambers and stingers were first used on Konigs and if they were the first to use them on outboards.
I have two books that have appeared in the States - John Britten (the story of the Britten motorcycles) and One Good Run (the story of Burt Munro - subject of the film "The World's Fastest Indian")
Any help you can give would be much appreciated.
PS I intend writing a book soon on the history of oor own Masport Cup. We have been building hydros down here for as long as the reat of the world.
Cheers
Tim Hanna

[Mark75H]

Tim, Dieter was one of the early users of expansion chambers and stingers, but not the first. As best as I can tell, Carniti's V-4 500cc racer was the first racing outboard to come from the factory with expansion chambers ... but fewer than 10 were made.

We have discussed what year expansion chambers first appeared on Konigs in the past here on BRF. I'll see if I can find it ... my guess would be around 1961. Dieter did not go to Walter Kaaden's full scheme including rotary valve induction until later.

[tim hanna]

Thanks Sam, that is really instructive.
I have written a little about Kaaden but there are a number of points that remain obscure. For example when did Kaaden's work become public knowledge and did German companies have some sort of jump on the rest. I realise that the defection by Degner more or less gave the technology to the world via the Japanese motorcycle industry. You mention that Dieter did not adopt the full Kaaden scheme until after 1961 - do you know when and which engine?
I visited the Konig factory a couple of years ago with Peter Konig and saw lots of bits and pieces, including a dozen or so clip on handle bars sitting on Kim Newcombe's bench. That brought a lump to the throat I can tell you.
There is a guy in the UK making a number of new 500 4's with chinese castings, East European cranks etc.
Do you know of any for sale over your side of the ditch. My good mate Rod Tingate, who was a friend of Kim's and a fellow GP rider, has built the most beautiful replica bike and would like to build some more.
I really appreciate your help.
All the best
Tim Hanna


Tim, Dieter was one of the early users of expansion chambers and stingers, but not the first. As best as I can tell, Carniti's V-4 500cc racer was the first racing outboard to come from the factory with expansion chambers ... but fewer than 10 were made.

We have discussed what year expansion chambers first appeared on Konigs in the past here on BRF. I'll see if I can find it ... my guess would be around 1961. Dieter did not go to Walter Kaaden's full scheme including rotary valve induction until later.

[Master Oil Racing Team]

Tim...Dieter told me about Kim and his accident at Silverstone during my first trip to the factory. Dieter was a full throttle...don't look back...forward thinking speed freak back then. In fact, he was like that always. Furiously trying to accomplish something that had either crossed his mind, or either trying to bring the thought to completion. When I showed up at his door unannounced in 1975 he gave me a whirlwind tour. Then he put me to work helping him get a speedway bike ready for testing in a few days.

The reason I bring this up is because I think anyone who had ever worked with Dieter knew this about him. I think it was probably the same way with Kim. Dieter Konig was afire with innovations, speed and accomplished drivers. I could tell when I talked with him about Kim that he was terribly sorry. He told me that during the race another driver spilled in the same corner that Kim did, but there were hay bales there this time and the driver walked away.

I have a tape that I did in Dieter's office in 1975. He talked about the exhaust and his first experiments with megaphones. I remember he told me he accidentally discovered the scavenging effects of the pipes when he ran a tube to get the fumes out of his test room. He noticed the horsepower increase. Dieter showed me the page in his journal when he wrote down the note. I made a corressponding note in my journal when I saw what he had recorded. I drew a picture and if I remember correcty wrote "auspoof". I don't know if I have any info that will help you at all, but I will try to put the taped interview back together and see what info I can find.

[Bill Van Steenwyk]

Tim Hanna:

FYI

Hans Krage, who was the long time Konig "factory" hydro driver, and also a very close friend of Dieter's, has a son named Peer Krage. Peer is a member on BRF and you can send him a PrivateMessage by accessing his name under the members list. Just click on "members list" at the top of the page and then look under "P" as in Peer Krage. You can then click on his name to send him a private message.

The reason you would want to contact him is he has a DVD made with the cooperation of Kim's widow. The DVD shows the development of the GP bike, both in the Konig factory and also a numerous tracks in Europe where it was raced, The DVD is about 30 minutes long and very well done. Peer was here in the US last fall at the World Championship boat races, visiting with Ralph Donald, who was a very close friend of his father. Peer showed the DVD at Ralph's home, and my wife and I along with Mike Ward and his wife (Mike is the UK Yamato dealer if you do not know him) had the pleasure of viewing it and it was very interesting. Perhaps Peer could arrange for you to have a copy of this very historic commentary/documentary on the development and racing of this bike, if you do not already have one or are not aware of it.

In addition to the GP bikes built at the Konig factory, there were also several BMW bikes built with Konig engines. These were street legal bikes. I believe they were powered by 350CC engines although I am not absolutely sure about that. Peer acquired one of those bikes several years ago and has completely restored it. It is the only bike that he knows of that is powered by Konig that still exists.

If you are not able to contact him let me know and perhaps I can be of further assistance in getting you two in touch.

[Rex Hall Jr.]

I do not know when the first expansion chambers came out in Europe, but I built the first expansion chambers run on a 500 and 700 Konig in the U.S. I got the idea from a go cart engine builder in Kansas City and made them in 1969. At the time, all C and D konigs were running the "tin can" exhaust. I ran them at the Championships in Alexandria that year and Dieter looked at them there. The next year he came out with a better set for the big motors and they have evolved from there.

Rex Hall

[Bill Van Steenwyk]

Evidently Dieter was very aware of the performance gains to be had with expansion chamber type exhaust versus open pipe or megaphone type, much earlier than the time frame he made them available with 500 and 700 engines as Rex has posted about.

In a thread entitled "Konig Pipe Stingers" by Jeff Lytle, there is a picture of a brochure showing a 1961 FA Konig that is equipped with expansion chambers. Also Mike Ward, who has been a UIM observer at several WC races here and in Europe, and is the UK Yamato dealer, has some pictures taken at a 1964 European Championship of engines equipped with expansion chamber exhaust. He did not say whether they were Konig's or not.

I seem to remember that Homer Kincaid, who I believe won a "C" Hydro National Championship at DePue in the latter 1960's, was using the first set of "ZAK" pipes that Harry made. These differed from the later cast manifold type in that they were the first set Harry made and were completely fabricated by welding, i.e. no cast manifolds. This was definately prior to 1968, as I had gone to the Nationals in 1967 to look at equipment as I was planning on getting back into racing and wanted to see what was being used since I had not been racing for some time prior.

[Mark75H]

I think Bill Van has it right, Dieter put expansion chambers on the small motors in '61.

The first 500cc opposed VC motors were piston port intake, I'm pretty sure the year was 1966 (1965 if I am wrong); being replaced by the rotary valve intake in '67, but this motor was not APBA legal until '68 so we did not see them right away over here.

The VC motors seem to have been simultaneously released with regular expansion chambers and sound compliant "can" exhaust

[Bill Van Steenwyk]

If you access Peer Krage's name in the members list and then go to posts he has made, you will find pictures of both the GP bikes mentioned earlier and also a short story and pictures of the BMW/Konig he restored.

I think it is very evident that he knew about expansion chambers and the advantages of same in the early 60's at least. It would be interesting to know why he did not equip the motors being sent to the US with them until much later. The early expansion chamber/pipe setups were certainly a problem insofar as keeping them on the engine, i.e. broken brackets, difficulty with the sliding mechanism, and perhaps that had something to do with it. Also he did not equip the motors with them (4 cyl/opposed/rotary valve type) until after Harry ZAK had made the first sets of his design for Homer Kincaid, Wayne Baldwin, Ray Hardy, Billy Kurps, John Winzler, and others, and he (Dieter)then became aware of the fact that the "tin can" equipped motors were then being out performed by those equipped with expansion chambers, so perhaps in the interest in keeping the engines simple as far as things falling off, he chose to stay with the "tin can" until the use of others like Harry's forced the change. Perhaps cost could have also been a factor in not going to them until absolutely neccessary.

Perhaps Peer, Ralph Donald, or others that had a close relationship with him could shed light on this. In a lot of cases developments such as this are made by different folks at the same time, without the knowledge of the competing persons involved. That is what happened with the development of the jet engine prior to WWII by persons in both the UK and Germany The engines were developed in the same time frame but without the knowledge of the two inventors as to what the other was doing.

[tim hanna]

Tim...Dieter told me about Kim and his accident at Silverstone during my first trip to the factory. Dieter was a full throttle...don't look back...forward thinking speed freak back then. In fact, he was like that always. Furiously trying to accomplish something that had either crossed his mind, or either trying to bring the thought to completion. When I showed up at his door unannounced in 1975 he gave me a whirlwind tour. The Following year he knew I was coming and after having spent the whole day and night traveling I arrived at the factory and he handed me a torch to work on the exhaust pipes of a speedway bike

The reason I bring this up is because I think anyone who had ever worked with Dieter knew this about him. I think it was probably the same way with Kim. Dieter Konig was afire with innovations, speed and accomplished drivers. I could tell when I talked with him about Kim that he was terribly sorry. He told me that during the race another driver spilled in the same corner that Kim did, but there were hay bales there this time and the driver walked away.

I have a tape that I did in Dieter's office in 1975. He talked about the exhaust and his first experiments with megaphones. I remember he told me he accidentally discovered the scavenging effects of the pipes when he ran a tube to get the fumes out of his test room. He noticed the horsepower increase. Dieter showed me the page in his journal when he wrote down the note. I made a corressponding note in my journal when I saw what he had recorded. I drew a picture and if I remember correcty wrote "auspoof". I don't know if I have any info that will help you at all, but I will try to put the taped interview back together and see what info I can find.
From what I know of Dieter I would say your accessment of him was totally accurate. I have spent time with his wife and son and a number of people who worked for him and I can appreciate how driven he was. I would be absolutely fascinated to hear your tape.
I have been working on this book off and on for many years and was close to Kim's widow Janeen. In fact the documentary film on Kim was something I intiated. Unfortunately after I organised funding the production company I went to with the project stole it from me. The final film was largely my vision but they overlaid it with a dark, negative aspect I really disliked. I recently settled a lawsuit out of court after several years and now intend to make the film the way I and Janeen wanted it to be.
Your information is like gold to me and I want you to know how much I appreciate your taking the time to help.
I am in touch with Peer. I believe the bike he has is a 500 but it might be a 680. I will know after I have spoken to him in the next few days. The other bike is a 350 and it is still in the factory where I have seen it. Kim and Ulli Collatz, who worked for Dieter, built both of them with BMW guys appearing at night usuing secret knocks to get in etc. Apparently the 500 shredded the tires when put on a rolling road at BMW and they decided not to continue.
The engines used in the race bikes were the basic 500 four with a 'shoe' on the bottom that had water pumped through it as part of the system and which also located the AMC gearbox with various 6 speed clusters. Rod Tingate can produce a bike from a stock 500 as there are still a number of shoes at the factory. In fact a number of other people are working on making new engines for bikes. Their power to weight ratio makes them highly effective as post classic racers.
I belive Kim built about 20 bikes as kits and complete machines. I have personally seen about half a dozen - mostly in Germany. they were nearly all beautifully restored - clearly highly valued.
As you probably know Kim came second in the 500 championship in 73 - beating Agostini who came third. I have spoken with Ago and Phil Reid - who won - and both recall a superb rder who came out of nowhere.
Kim had raced Konig hydros Australia andf it was that racing that inspired him to hook up with Dieter.
I will answer to the other posts as well and hope that is ok. I don't want to clog up the works with my stuff but this is really teriffic.
Perhaps you might consider having a look at the part of my manuscript that relates to hydro racing in the US.
I am currently restoring a 45 foot 1899 steam sailer and will make a little 1930's hydro to hang off the davits. Something about 11 feet long, maybe with a jetski unit.
Once again my thanks
Tim Hanna

[Mark75H]

The 500 is based on the outboard motor, but it has both intake and exhaust on the same side ... which ends up being the top on the bikes.

On the standard Konig VC outboard racer, intake is on one side and exhaust on the other.

[tim hanna]

Hi Bill,
You will gather to my other reply just posted that I am aware of Peer and his machine. However I would like to contact Ralf Donald. If you have any idea how I might do so it would be appreciated.
Your comments on the expansion chamber issue are most interesting. Dieter, like most of us was a bit of a mixture. I think priamrily he was interested in making money and if his engines were winning that was sufficient. He changed things only as required.
On the other hand he was a speed freak who had to win.
I think your comments on jet engine development are spot on. It is remarkable to me that the English still promote Whittle as the father of the jet engine when in fact it was German axial flow technology that proved to be the way forward.
If BMW had not struggled as long as they did to find the right alloy for the blades and the 262 become operational just a shade earlier we would have beenin real trouble.
All the best
Tim Hanna

[tim hanna]

Hi Sam,
Yep, you are right.
I will ask Rod what might be involved in changing the arrangement. After all Kim did just that.
All this good oil is overwhelming. I am going to write it all up as a timeline and submit it for your comments.
And thank you Rex for your input. Fantastic.
How did you go at Alexandria with the new system? Did you have to mess around much to get it to work better than the cans?
It would have been quite a new thing and I guess information would not have been freely available with regard to expansion chamber design. I'd be very interested in any further comments you might have.
Tim Hanna

[Bill Van Steenwyk]

Tim:

If you will access a thread on BRF called "An Amazing Story" by Wayne Baldwin, you will find photos and more information on the expansion chambers built by Harry Pasturczak for the 4 cyl rotary valve Konigs. As I mentioned, these were in use prior to Dieter sending engines to the US with the sliding expansion chambers you are familiar with. I think your thoughts regards cost versus staying with the competition are right on the money about why he chose this particular time frame to put the chambers with the motors. He had no reason to do it from a competition standpoint, it was extra cost, so he just didn't. He had enjoyed for several years, prior to the other chambers made by ZAK, dominance in most of the classes the Konigs competed in, as the primary competition, Quincy Flatheads had reached a plateau in development a couple of years before, and except for the rare occasion, were not much of a threat to win. That left only the Konigs that were being modified further by folks here in the US like ZAK with pipes, different rotary valve discs, etc., to cause any problem with winning over the "stock" factory Konig. These did not slide (except for the stinger and mid section in later models) and were made so as to accept the exhaust from both top cylinders into one chamber and both bottom cylinders into another as they both fired together, and Harry felt based on information availiable at the time that was the best way to combine the exhaust pulse, instead of two cylinders firing 180 apart into one chamber. This for a year or so, until the sliding chambers put on by Dieter, was far better than the "tin can" type silencer, but sliding them presented a problem because of that type design. Just about the time ZAK figured out how he was going to do that, Dieter changed the spacing on the exhaust ports (closer together on the square block) and that made the casting patterns Harry had for the manifold/collectors obsolete. At that point he took that action by Dieter somewhat personally as it was going to cost a lot of money to make new patterns, and he ceased further development on his pipes. I am sure you will find it interesting if you have not seen it.

In looking at the information/thread that Peer started again, I notice that Carlo Verona has made a post that he is (at that time/2007) building 10 copies of the engines that were used in the GP bikes. I have no information as to whether that project was ever completed. Carlo is the mfr of the VRP racing engines and you could probably contact him by accessing his web site. Probably just "Google" VRP engines.

Ralph Donald is a very good friend of mine and I will forward your request for contact to him so he will know of your interest in contacting him. We have two boat races over the next two weekends here in the US that I know he is planning on attending, so it may be after that before he has an opportunity to contact you, but I will be sure to let him know you wish to visit with him about whatever knowledge he may have regards this.

[tim hanna]

Many thanks Bill for the excellent info and the contact.
Are you able to tell me anything further about Harry Zak?
I have written to Carlo re his project but have yet to hear back. There is a second fellow in the UK pursuing a similar project.
Tim Hanna

[Original Looper 1]

"He had no reason to do it from a competition standpoint, it was extra cost, so he just didn't. He had enjoyed for several years, prior to the other chambers made by ZAK, dominance in most of the classes the Konigs competed in, as the primary competition, Quincy Flatheads had reached a plateau in development a couple of years before, and except for the rare occasion, were not much of a threat to win. "


People's memories fade over time, that's why it's always good to have the written history to document the facts.

All of the records in this 1970 Quincy Welding ad were set with Loopers that had megaphones, none had expansion chambers.

Quincy Welding, like Konig and everyone else, had good and bad days at the races. Konig never "owned" it, so to speak, until after the death of Quincy Welding's famous racer, Jerry (Gerry) Waldman in 1972 at Hot Springs, Arkansas.

By the way, at that event in Arkansas in 1972, Jerry won both C Hydro and F Hydro with Quincy Looper engines, and without expansion chambers.

Harry Zak was a good friend of my father's and mine, and his pipe systems didn't dominate Quincy Welding Loopers prior to Dieter's sliding expansion chambers.


I've got boxes of old racing photos, Rooster Tales, etc that I base a lot of my information off of.


Respectfully,

Paul A Christner

[tim hanna]

Hi Paul,
I appreciate your taking the trouble to keep the record straight. The thing that I find fascinating about the Quincy v Konig competition is the fact that two relatively modest family businesses based on opposite sides of the Atlantic could have such a long and exciting battle at the sharpest edge of two stroke development.
I gather from your website and from other sources that you and Dieter got on pretty well off the water and I would love any anecdotal stories you might have about your relationship.
Are you able to give me a thumbnail on Jerry Waldman. Did he and Dieter race against one another? What happened at Hot Springs in 1970?
I hope you don't consider this pushy - I really want to get this right.
All the best
Tim Hanna

[Original Looper 1]

Hi Tim,

As to your question about Dieter & my relationship, we became friends at the Worlds in Phoenix, AZ in 1976. We spent some quality time together discussing racing engines. He asked me as many questions as I asked him. We had our new Quincy Welding "Z" engine at that race and Dieter was totally fascinated with the concept of it. After that race, we did communicate through back channels, mainly through Scott Smith who was the Konig distributor in the US for many, many years.

We could research the number of times Dieter and Jerry Waldman raced against each other, if they did indeed, but Wayne Baldwin who frequently posts on this web site, is a great source for factual information regarding Dieter and the Konigs. I can't thank Wayne enough for the many contributions he made to the QuincyLooperRacing.us web site.

Another good source is a racing historian who is also a good friend of mine by the name of R.C. Hawie. R.C. has an awesome collection of racing memorabilia and literature, including about konig. R.C. does not have a computer or email address at this time. However, if you email me at QuincyWelding@aol.com I can give you his cell phone number.

As to what happened to Jerry Waldman at Hot Springs in 1972, there is a thread here at BoatRacingFacts about Jerry and the fatal accident. Wayne Baldwin contributed much of the information and photos. After Jerry's death, my brother-in-law Frank Volker, then Gene East and Jim Schoch left Quincy Welding. The loss of those 3 key employees meant that the R&D at Quincy Welding was put on hold from 1972 until 1975 as my father was working in Florida at that time for Mercury Marine at their Lake X facility on a special project.

Regarding Harry Pasturczak, Harry lived in East Moline, IL, which was not that far from Quincy, IL. When we restarted the Quincy R&D work in 1975 with our new project engine, Harry was a helpful contributor. In fact, my father and I decided to call the engine the Quincy Z in honor of Harry "Zak" Pasturczak. It is surprising how few people caught on to the name.

After Quincy Welding closed in 1983, we moved to Florida. Several times we met Dieter at the boat races in Lakeland, FL and had lengthly discussions with him regarding engine designs. It is interesting to note that some of the things we discussed ended up in later Konig engines, and some of those Konig engines with that technology ended up in my personal engine collection.

Regards,

Paul A. Christner


PS: The photo is of Harry Pasturczak and his brother standing in front of Larry Latta's Quincy Z-125 engine that was practically unbeatable in Florida for some time. The photo was posted here originally by Joe Rome.

[F-12]

Gerry was a devout Quincy fan as well as hard worker at testing to get the most out of the engines he was running. There is a chance that the flatheads would have seen many more seasons on the race course had he survived the crash. He, and O. F. were the epitome of, as we say down here, 'Git 'er done'.

[Original Looper 1]

Hi Danny,

First, to answer your question as to what I think would have happened if Jerry Waldman had lived on:
Many people that frequent this BRF web site have seen my former brother-in-law's (Frank Volker, whom I still consider family) technical postings. Back in 1971 and 1972, Frank was working extensively on an R&D expansion chamber program with very sophisticated metering equipment, including an oscilloscope, transducers and a camera while Frank was finishing up his college engineering degree. By 1972, we at Quincy Welding pretty much had the design of our expansion chambers completed. There are copies of Frank's original chamber drawings over on the Quincy site. they are also posted here on the Quincy section of BRF. We were planning on implementing their use on Waldman's A, B, C, D & F Loopers after that spring race in 1972, along with a very sophisticated water injection system that Frank was also working on in conjunction with the expansion chamber development. If all had worked as projected, Quincy Welding would have gone into production with these advancements.

That being said, my opinion of the likely scenario is as follows:
The crankshaft sustainability for the C, D & 44 Loopers at that time was probably good for another 4, 5 or even 6 years of competitive racing progress and horsepower increases for Waldman and other Quincy racing customers. Jerry would have been tough to handle for Konig, along with other Quincy racers that would have followed Jerry's lead. That would have given us time to further develop the next generation Quincy racing engines in the C, D & F classes.

The A & B Loopers were another story. They were being out performed by the FA & VB Konig engines, especially the B Looper. You must remember that the 20H crankshaft that we used in those engines was originally intended for approximately 18 horsepower, tops. The B Looper was pushing the crankshaft durability at 65 horsepower. From 1969 onward, we were also working on the 2.3 square bore and stroke super B Looper. However, we were having some extremely unusual bearing problems with that developmental engine. My guess is that we probably would have ended up either way with the Z engine, which came out in 1975. The Z engine used the Yamaha TZ 350 road racing pressed crankshaft that we eventually developed to over 90 horsepower for the Z 350 twin race engine. Mercury from the 60's thru the 70's was in a fierce battle with Johnson and Evinrude in the OPC wars and had absolutely no interest in making a new crankshaft for the 2 cylinder Quincy race engines. My dad at that time checked the cost of custom manufacturing a crank for the A and B and the least cost we found was a $200,000 outlay. That was cost prohibitive for a small manufacturing company as ours.

I think most people would agree, including his toughest competitors, that Jerry Waldman was beyond exceptional in terms of the quality of his equipment and his set up ability. I believe Jerry would have quickly moved the Quincy Welding Z engines to the front of the pack in whatever class he ran and kept them there for some time. Charley Bradley and I had some very meaningful conversations about this very topic.

I believe that Frank, then Gene and Jim's leaving after Jerry's passing had a huge impact on my father's decision to put our R&D work on hold. To put it simply, he was devastated by the losses. Quincy Welding, in a very short period of time, had lost 4 key players from the team. Add that to my father's being locked into a contract to work in Florida for Mercury, and you can see how Quincy's progress on any new engines was held back for 3 years. Dieter, being an astute businessman, took advantage of that scenario.

As they say......the rest is history.


Regards,

Paul A. Christner

[David Weaver]

Hi Danny,

As they say......the rest is history.


Regards,

Paul A. Christner

Waldman was an all time great. But, the Quincy "team" of drivers included some real talents with the "Z" engines. The Kuglers had an outstanding Nationals at Lakeland (1982?). Jeff and Jack Kugler, John Stevens, Joe Garrick, Larry Latta, Alan Federson and several more. Perhaps no one of thse individuals measure in stature to Waldman individually. But collectively, this is a talented team. I have always considred John Stevens a masterful driver and great with set-ups. Jack and then Jeff have many Nationals and continue to so.

DW

[Original Looper 1]

Hi David,

I agree with you that all of the racers you listed above were outstanding drivers of Quincy’s engines. Most can be found on the QuincyLooperRacing.us web site as Racing Legends.

However, my reply was to Danny Pigott’s specific question “Paul, what do you think would have happened with Quincy Welding if Jerry had lived on.” Danny was referring to that time period of 1972 and onward from there.

By 1973 Konig, with sliding expansion chambers, had regained almost all records and went on to dominate the sport until Yamato came into the racing scene in a big way in the mid 1970‘s, courtesy of Jim McKean, Denny Henderson, Benny Aylor and Craig Lawrence.

Quincy Welding’s second coming (with the new Z engines) didn’t occur to a significant degree until the World Nationals in Alexandria, LA in 1977 when a young Jeff Kugler, in his inaugural professional race event, won the 125cc Hydro world championship (which was also a UIM sanctioned event) with the very first production (not prototype) Quincy Z 125cc race engine in IT’s inaugural race event. We believe this combination to be a historical first.

All of these other racers’ successes with Quincy racing engines that you are referring to above occurred after Jeff Kugler’s amazing success in Alexandria in 1977. That’s when the momentum changed in our favor for Quincy Welding‘s racing effort.

Thanks again for your respectful compliments to those great drivers of Quincy race engines.

Regards,

Paul A Christner


PS: The photo is of Jeff Kugler racing at the Worlds in 1977 on his way to victory with the Quincy Z engine.

[Bill Van Steenwyk]

It has been pretty well established that Konig was aware and had made expansion chambers for FA konigs in 1961. Copies of factory brochures published on BRF confirm that.

I made a post a few days ago reference the time frame of use by Homer Kincaid of Harry's pipes on a "C" Konig at Depue in 1967. That information was in error. Harry did fabricate the first set of pipes publically used in competition on a 4 cyl rotary valve Konig in the US, but these pipes were used by Homer at the annual Lakeland Fl. 1 2/3rd's mile record course in late winter, early spring of 1969, still prior to the Alexandria race later in 1969 mentioned in another post. The motor used by Homer to win the Nationals at DePue was an earlier 4 carb "C" equipped with the open megaphone type exhaust. This information comes courtesy of Jerry Peterson who competed against Homer in that race at DePue. Jerry was also a user of Harry's pipes on a "D" Konig in July of 1969 at Alexandria. These were the later model pipes with the cast aluminum manifolds.

While giving me the correct information regards Harry's pipes and the date of their first use, he also related a story which show the single-mindenness with which Harry approached the sport of boat racing and his efforts to improve motor performance. Another friend of Harry's and a competitor in "B" Hydro at the time named John Winzler, was also at this race, which was taking place on July 20, 1969. While Jerry and Harry were working frantically in the pits to get the pipes fitted to Jerry's "D" motor, Winzler was up on the hill above the pits looking at a portable TV. Harry was yelling at Winzler to come down and help them and Winzler was shouting back there was something very important going on being shown on TV that Harry needed to stop and watch. Harry declined and continued to work on the pipes so Jerry Peterson could compete with the pipes on the engine. The event happening on TV that was not as important to Harry as getting the pipes on in time to race, was the first manned landing on the moon.

If you knew Harry and how single minded he was in trying to help improve the performance of racing engines, and help boat racers, that story will not surprise you.

P.S. There will be more information appearing in this thread in the next few days or so that will confirm my "faulty memory" regards time lines I mentioned in an earlier post about Konig versus Flathead, and the competitiveness of each against the other. If interested, stay tuned.

[tim hanna]

This just gets better and better.
First of all thank you all for your comments. I now have a reasonable understanding of the way things went and it is fascinating to cross reference them to the development of the race bikes.
Kim arrived at the factory in 1968 and actually drove with Dieter in the Paris 6 hour race and in a spare boat at other European meetings - finally coming 5th in the world championships. I realise that such championships were often simply one meeting results but it was still a good effort.
Kim was keen to design a system whereby the expansion chambers on the bike could slide on the exhaust stubs but actuating such a system with the twist grip throttle was too hard on the wrist. I believe he then looked at a system with servos. This would require a deal of electric power and I wonder just how much electric power the engines generated, if any. Did they simply run down a battery or did they have a mag?
Excuse my profound ignorance - I should know this but there you go. Ignorance aint bliss.
When I visited the factory I was shown a repair in the wall of the boat shed that ran across the lane that in turn ran down the side of the factory. Apparently when Kim first fired up the bike Dieter insisted on having a go and put himself and the bike through the wall - luckily without too much damage to himself, the bike or the shed.
Thought you might like to hear the story.

[Master Oil Racing Team]

That was a good story Tim. I'm trying to picture where that happened. Since I started posting pics of the factory, I've been trying to remember the floor plan. I have a general idea, but some parts are fuzzy. Dieter never pointed out Tim's bench to me that I can remember, but I figure it was where the motorcycles were. These pics were taken in poor lighting and I didn't have my flash. Color balance is all wrong and I wasn't really trying to take good pics....just snapping some pics of Dieter with the bikes. I really didn't know anything about them. I just took some for posterity. Now, I wish I would have done more detail pics. So sorry about the quality, but maybe you can pick up something here you were curious about. I'm sure the motor was for a bike, although this one doesn't have the heads with the angled spark plug holes. I think that came a year or two later. These were taken in February 1975. The exhaust system I think is related to the bikes, but I'm not positive. This is the same type of guts that you would find inside the "can" exhaust. In Europe they slid them. The few short years we ran the "cans", we just fixed them close to the top end setting. I have some other pics of these bikes, one showing a different exhaust system with pipes on both sides. I will post them later.

I had responded a few days earlier regarding what happened to Jerry Waldman. Some of the dates were wrong and I merely planned to insert the correct date, plus a brief background and description of what happened. I got carried away when my mind drifted back to that tragic day and I spent over an hour going into detail about what we were up to with Jerry, his success with Quincy and the details of the most frightening half lap I ever ran. I knew I would be logged out by the time I was ready to post, but I knew how to get back in to get it posted.......except one stupid finger hit an extra key while I typed in my password and that killed everything. Writing that took it all out of me and I didn't have the mental energy to do it again. You can find out more detail by looking around in other threads on BRF.

I look forward to more of your info on Kim and connection with Dieter Tim. I will try to fix the tape as well as look into my journal from that visit to the factory in 1975.

ADD: Now that the pics are posted I took another look at the heads and they do appear to be the ones for the angle plugs only these holes were drilled straight.

[tim hanna]

These photos are simply amazing.
I will try to find out who owned the black bike.
The yellow bike could easily have been Kim's. As you probably know the race numbers generally changed from one meeting to another so it will not be easy.
After Kim died Dieter did try to carry on but without the input of a man who was a first rate mechanic and one of the most gifted riders around it all fizzled out.
The exhausts look like bike items.
When I visited the factory most of it was leased out to other companies. Only the very rear section was still operated by Peter Konig and that was the place the bikes were built. A big roller door opened onto a concreted area with a wooden building opposite the door. In the wooden building there were still a couple of lay down hydros and the remains of the powered handglider Dieter died while trying to fly on a tether. It was his dream to train lots of flyers who would then buy his engines but because of flight restrictions over Berlin - still Cold War - he decided to operate the ultrlights on a tether system. It did not work and he was killed the first time he tried it.
I wrote a long post on aspects of engine design a couple of days ago and messed up sending it - eventually deleting the lot. Not sure if I should berate myself or just indulge my general hatred of computers. Did the latter but probably should have done the former.
Tim

[Bill Van Steenwyk]

Tim:

Regards your comment "general hatred of computers". I remarked very recently to a boat racing friend that it is a good thing that the engines I messed with in my boat racing career were not manufactured by companies named Dell, HP, Acer, CDW, etc., or the time spent actually on the water racing would have been MUCH less and a lot more broken, smashed parts would have been left on the lake bank.

I can certainly sympathize and agree with your thoughts on that subject.

[Master Oil Racing Team]

Cuss them as we will...if it weren't for computers...the internet and BRF...the following pictures would have melted into plastic. I get frustrated very often, but I have to think that if it weren't for BRF I would have never been in touch again with so many of my boat racing friends. Not to mention many I have met not only online, but at the events I have been to since.:cool:

Tim...here's another angle of the bikes, and I came across a head with the angled bosses that I took during the same visit in 1975. I included an enterior look at one of the pipes, but I don't know what all the configuration was like inside. Dieter was always playing around with pipe schemes.

[Skoontz]

Do I see a swing arm and set of shocks on the front forks of one of those bikes? An italian crotch rocket maker was the only one I have ever seen do that.

[Master Oil Racing Team]

I think I have some B&W photos too I will post later Skoontz. I can't answer your question, but maybe more photos will have additional details if someone else can't confirm what you think. In the meantime...here are a couple more.

[Bill Van Steenwyk]

Hi Wayne:

Any idea what the little round markings are on the sealing surface area that contacts the sleeves and other areas of the head? The combustion chamber looks to be pretty well finish machined except for those marks. Just wondering if they were to be left there for some reason when the engine was final assembled, or were they removed prior.

And yes I am happy for computers also for the same reasons, although like my first wife they can be madning though useful.

[Mark75H]

Do I see a swing arm and set of shocks on the front forks of one of those bikes? An italian crotch rocket maker was the only one I have ever seen do that.

No, I think you are seeing the edge of the radiator, not a spring. There have been many bikes with that though ... the Honda "Dream" series all had it in miniature on their fronts ... I think BMW or Zundapp used it for a while ... some offroad bikes had it in the late '60's ... I think I recall a Bultaco dirtbike with it

[ProHydroRacer]

Any idea what the little round markings are on the sealing surface area that contacts the sleeves and other areas of the head?
++++++++++++++++++++++++++++++++++++++++++++++
Bill the parts look to be unmachined. See no sparkplug hole. The circle shapes seem to be the casting paths of the liquid hot material.

[Master Oil Racing Team]

Bill Van I don't know the particulars of the casting process, but what Bill says sounds right. They will go away when the heads are machined. The outside is finished except for the spark plug hole, so they would have been poured with the internal part facing up.

[BRIAN HENDRICK]

Do I see a swing arm and set of shocks on the front forks of one of those bikes?

The 3rd bike, closet to the wall, is facing the other way, and u are looking at the rear swing arm.
But this 'flat four' motor was/is popular in side car racing, where the Earles type fork is common.

"the Earles fork is a variety of leading link fork where the pivot point was aft of the rear of the front wheel ─ this was the basis of the Earle's patent, by Englishman Ernest Earles, this triangulated fork actually caused the front end of a motorcycle to rise when braking hard.
It was designed to accommodate sidecars, and from 1955 to 1969, BMW used the fork even on its solo bikes.."
The early Honda 50CC used a variant of this, and others.

[tim hanna]

Hi Guys,
Its been a while but I have been beavering away on my Kim Newwcombe book.
Thanks largely to all your input the book now has a comprehensive section on the part Koenig played in American hydroplane racing and with your collective permission I would like to aknowledge in the book the Gentleman of the Boat Racing Facts Forum.
If anyone has any more good action photos of Mr K racing, or good 'personality' studies or of anyone racing a Konig I wold love to see them.
With luck the book will be out for Xmas.
So thanks one and all.
Tim Hanna

[Bill Van Steenwyk]

Tim:

Possibly you have seen the thread entitled "Konig vs. Flathead" in the Outboard History section of BRF. The final two years both mfgrs were competing against each other with new motors available before Waldman's death, and the results of National and World Championship races in the US, will be posted within the next 24 hrs, if you are interested. I have been very busy with some other things since the last posts on this subject, but will get the final results up shortly.

Perhaps this will help you more completely in your endeavour.

[tim hanna]

Hi Bill,
It would be great to have the championship results. In fact it would be invaluable.
I will read the Konig versus flathead thread with great interest.
many thanks
Tim Hanna



Tim:

Possibly you have seen the thread entitled "Konig vs. Flathead" in the Outboard History section of BRF. The final two years both mfgrs were competing against each other with new motors available before Waldman's death, and the results of National and World Championship races in the US, will be posted within the next 24 hrs, if you are interested. I have been very busy with some other things since the last posts on this subject, but will get the final results up shortly.

Perhaps this will help you more completely in your endeavour.

[OA57]

First I saw a König was at the European Championships in Köping, Sweden, 1953. Dieter flew in from West-Berlin with a motor in his luggage. He lend my fathers older stephydro painted in Germanys national color white. He was faster than the competitors but was unlucky to brake the crankshaft in the lead. Thanks to that my father, Nils Johansson, could win his fourth European Championship with his old Johnson KR. The ten year old guy to the left is me.

Henry Johansson

[Mark75H]

Wow Henry, this is great. Please post more. :):):)

[tim hanna]

Hi Henry,
This is really fabulous stuff. The photo is the oldest I have seen of Dieter and along with your text makes for a most interesting story.
I have been working away on my book and I think I am now just a few weeks away from finishing the first draft. I would like to use your photos if that is OK with you.
Many thanks
Tim Hanna

[OA57]

Hi Henry,
This is really fabulous stuff. The photo is the oldest I have seen of Dieter and along with your text makes for a most interesting story.
I have been working away on my book and I think I am now just a few weeks away from finishing the first draft. I would like to use your photos if that is OK with you.
Many thanks
Tim Hanna

Hi Tim, It is OK to use the photos.
At the race in Köping 1953 Dieter missed the two heats on Saturday but he got help to fix the motor during the night. So he won the final heat on Sunday. As thanks for the help Dieter got, Konig sent a motor to the arranging club as a gift. My father, Nils Johansson, was offered to buy the motor for circa $250.-. He checked the motor in smallest detail and thought the quality was poor compared to his old Johnson. So he rejected the offer and the motor was sold to Finland. But I still have the delivery note.
I enclose a photo of my fathers mech, Ingemar Nilsson, and Dieter.
And my fathers fighting face winning his fourth EC. This photo by Mr Forsén. My father was six feet long and the boat was less than two feet longer.
Henry Johansson

[Lars Strom]

Konig 8 cylinder OE engine from a race in Nora Sweden..Maybe 1979..

Photo Bengt Schroeder.

[Master Oil Racing Team]

This is extremely interesting Henry. You not only told the story, but added the pictures from that very early Konig history. It is incredible to see the paperwork you have. I think no one has seen the pictures you posted other than who you have shared them with until now. Thanks very much, and we are looking forward to more pictures and stories.:cool:

[Master Oil Racing Team]

Bengt Schroeder Lars........what's the story behind that? I never saw that motor. Of course...Dieter was always working on different things all the time, but I never saw him hide anything. Some of the new stuff I saw and helped him work on a little bit was all laying around. Dieter never told me any photos were off limits, but he never took me upstairs to see all the old stuff Steve Litzell told me about. I think it was more that he was used to going forward rather than looking back and showing someone something that wasn't successful or that had been very successful, but had done it's time.

The only time Dieter told me not to publish a photo (not to take it) was when Hans Krage won the OF World Championship with the six cylinder opposed Konig and Dieter was still working on it. It was too late because he requested that after the article had appeared in Powerboat. But he never got mad or ever said anything else about it.

I had heard that Dieter built a stacked combination motor for OE after the failed attempt of the 6 cylinder, but I never saw it. I will look through my pics I took at the factory when we rigged up to go to Linz, Austria in 1979, but I do not remember seeing anything like that.

Dieter had realized that what Walt Blankenstein had witnessed and told him about the 6 cylinder opposed would be a problem. Apparently Dieter saw the great interest in OE at that time might help boost his company. With you Lars, Roger Jenkins, John Hill, Michael Werner, making big press, Dieter would be able to put out a formidable motor to win and promote the Konig line of motors. The primary weak link of the big Konigs was the lower unit. The six cylinder had a different weakness that only happened with sudden revs that twisted the cranks, but that mostly happened with lower unit failures.

That makes me wonder what that blue hose snaking over the transom leads to. Can you and Herr Schroeder add more photos and also add to the story? It is extremely interesting what you posted here Lars.

[Lars Strom]

Well Wayne..normally my memories are very good, but after I left
VolvoPenta-Konig late 1977 and went back to OMC ..
I was not updated what Dieter was doing.

I found one more photo from Bengt Schroeder collection from the same weekend in Nora Sweden.

[OA57]

This is extremely interesting Henry. You not only told the story, but added the pictures from that very early Konig history. It is incredible to see the paperwork you have. I think no one has seen the pictures you posted other than who you have shared them with until now. Thanks very much, and we are looking forward to more pictures and stories.:cool:

Hi Wayne,
Nice to hear your great interrest. I have to explain my fathers opinion about "poor Quality". His profession was as foreman and supervisor of running tests at renovated engines, both piston and jet, for delivery to the Swedish Air Force. So his standards was pretty high.
In 1954 it was a Swedish Grand Prix in Köping and the class A winner was Siegfrid Götsinger from West Berlin, #76 Thiele boat with König motor, second was Torbjörn Fagerström (with the motor my father rejected) and third my father Nils Johansson with the old KR. Götsinger won that year the European Championship and also 1956. In 1955 he won the Swedish GP in Markaryd, all these four photos are from that race. Around 1957 he moved to Sweden and became a farmer, a tenant. Standing smoking at photo.
Swedish GP 1955 class C was won by Dieter König with a Swift Big Dee and his three cylinder motor. He also won the EC that year.
My father had now given up his racing and took these photos instead.

[OA57]

Konig 8 cylinder OE engine from a race in Nora Sweden..Maybe 1979..

Photo Bengt Schroeder.

Hi Lars, I heard that this is a 350cc above a 500cc. Makes 850cc. Same stroke.
Henry

[Lars Strom]

Hi Henry,

First.. you do a fantastic job to promote Classic Outboard Racing in Scandinavia..

Yes, I think you are right..about the Konig 8 cyl.
..this photo is from the OE World Championship 1982.

Boat #222 Beck´s Beer used that 8 cylinder Konig engine..
Well..many cylinders..but not fast enough...:rolleyes:

The white Burgess/Evinrude with # 1 was faster and won the W/Champion ship..:)

[Master Oil Racing Team]

That's what I also heard about the combination motor Henry. My last race was at the OD World Championships in Berlin 1981. I've never been back, but Steve Litzell lived in Berlin for awhile working for Dieter. I think he is the one that told me about the OE Konig. I wish he would take time to come on here and give is some history that he lived through. Dieter gave him the knowledge and confidence he had to build his own 8 cylinder.

Thanks for the pics and info Lars. Who was driving the Beck's boat? I guess after 1978 OE's never ran methanol again? I have a bunch of Powerboat & Waterskiing issues that I did not read after I quit racing. Maybe there's some info there I can post. In the meantime Henry and Lars....keep digging up stuff to post.:cool:

[Lars Strom]

I think the drivers name was Peter Walush..

Well...methanol was legal after 1978..I used it for Sprint racing up to the end of 1982 OE/F3 season.
OMC did not have a methanol kit to buy for OE/F3, so I made one for me.
(Thanks to my experience from Volvo Penta/Konig 1977)

The picture from the 1982 OE Sprint World Championship, I raced my Burgess/Evinrude
on Methanol.

Photo ..
My Molinari-Volvo Penta/König from 1977.

[Master Oil Racing Team]

That's right Lars. Here is a roster from a race program from Berlin

[Danny Pigott]

What happened here? OMC had methanol banned at the 77 or 78 OE Dayton OH. World Championships to hurt the Koing's. Then it was legal to run after that race? Was this just a one race deal. What happened at Dayton was about the worse thing i ever seen happen in boat racing. Here we have OMC the large's outboard company in the world, pull tricks to hurt an almost one man company. I still feel that Konig did a great job in these races, what would have happend if he had the money and backing that OMC and Merc had. If i remember right, Jeff Hutchin's turned faster laps with a 350 cc (20 ci) motor than the OMC OE's did. I could be wrong about some of this, but this is how i remember it, if i am feel free to correct me.

[OA57]

Hi Henry,

First.. you do a fantastic job to promote Classic Outboard Racing in Scandinavia..

Yes, I think you are right..about the Konig 8 cyl.
..this photo is from the OE World Championship 1982.

Boat #222 Beck´s Beer used that 8 cylinder Konig engine..
Well..many cylinders..but not fast enough...:rolleyes:

The white Burgess/Evinrude with # 1 was faster and won the W/Champion ship..:)

Thanks Lars, By help of Classic we started interrest to arrange titel races up in Mora through Tomas Lind and Jan-Erik Kallur and in Nora (Note the difference) Peter Skoogh will arrange World Championships in OSY400 August 13-15 this summer. Would be great to see drivers from US there.

About the blue hose I heard that if the prop get stuck, a fan blew air to the prop so it started to cavitate and the rev could increase. The motor was fixed to the transom, no lift.

Henry

[Lars Strom]

What happened here? OMC had methanol banned at the 77 or 78 OE Dayton OH. World Championships to hurt the Koing's. Then it was legal to run after that race? Was this just a one race deal. What happened at Dayton was about the worse thing i ever seen happen in boat racing. Here we have OMC the large's outboard company in the world, pull tricks to hurt an almost one man company. I still feel that Konig did a great job in these races, what would have happend if he had the money and backing that OMC and Merc had. If i remember right, Jeff Hutchin's turned faster laps with a 350 cc (20 ci) motor than the OMC OE's did. I could be wrong about some of this, but this is how i remember it, if i am feel free to correct me.

Hi Danny Pigott,

I was not racing in Dayton, OH that year, but I raced OE many, many years mainly overseas..
We used methanol all the time for sprint racing.
When F3 Aspen World Championship series started 1981 I used gasoline and methanol depending on what type of race.

I left OE/F3 after the 1982 season for F1 V8 racing, but my brother
Lennart raced the F3 series for many more years.
I think Lennart never used methanol..maybe not legal after 1982..
(do not remember).

The big argument in Europe was the OE World Sprint Championship
in Brodenbach, Germany 1977..OMC drivers was not allowed to use "laughing gas" sprayed
in to the carburetors there.
If I remember right Dieter Konig and Mercury, Germany was behind that.
(I raced for Dieter there)

Four OMC drivers did not start the race..stayed in the pit and OMC protested to UIM

The 1977 OE World Sprint Champion Micheal Werner lost his title later that year. UIM said the race was not run by the roles.

1978 I was not Racing OE, but did 1979..
The OE World Sprint Championship was in Evian, France and we used
methanol there.

I think OMC, Mercury, Carniti, Konig and others all behaved strange at some time.

Regards

Lars Strom

[Lars Strom]

From UIM OE World Champion list..
There was no OE WC 1977!!!


1979 MOLINARI Renato ITALY
1978 HERING Bob USA
1977 ---

[Master Oil Racing Team]

Very interesting about the hose Henry. I could see where that would help when trying to get on plane with a big prop. The biggest problem Dieter had with the opposed 6 cylinder with a pressed crankshaft and 120 degree on each set of cylinders was that overreving would cause it to twist.

Danny and Lars. I have a ton of correspondence from national authorities all over the world leading up to the OE World Championships at Dayton. Some day I plan on organizing it and putting it all under one thread. What Lars said is correct. Under UIM rules, the fuel was "free" meaning any type was legal, but it had to be liquid under ordinary temperatures. I don't remember who was using nitrous oxide, but you can believe that Joachim DuCoffre was right on top of that and filed a protest. After the OE world was awarded to the U.S., OMC proposed that methanol be banned for motors over 700 cc and to become effective immediately rather than give a two year grace period as the rules stated. Gary Garbrecht initially supported the rule change, but after we explained the situation he supported us, but it did not go back to fuel is free until after Dayton. We didn't race OE again after that, so I didn't keep track, but I believe they followed the grace period, and 1979, 80 and maybe 81 methanol was legal.

Jeff scratched in OB Danny, but Denny Henderson had the fastest time winning one heat at an average speed of 72.096. Bob Hering won all three heats he ran with his best time being in the second heat at 72.449. I couldn't go by elapsed time because OE ran more laps by UIM rules. Bob sat out the last heat and the water was calmner that the first three. It was too rough for any of the alky boats and all of us rigged down except for Jeff Hutchins. The water laid just before the final heat and he won by a huge distance, but for some reason the times were not taken on that final heat. Jeff did however clock the fastest heat of OC which averaged 76.017.

[Lars Strom]

Hi again Wayne,

I am pretty sure we used Methanol at the 1982 OE World Sprint Championship race in Drammen, Norway..

Peter Walush and a few more Konigs raced there..See photo..

[Master Oil Racing Team]

I am sure you are correct Lars. After I quit racing I was not able to keep up with racing because four of the key employees of our company went into competition with us at the same time the oilfield collapsed. It took all my time just to help fill in the gaps and it was 10 years before I went to another race.

[Lars Strom]

I wrote this on a different thread here att BRF..
http://www.boatracingfacts.com/forums/showthread.php?t=6727&page=21


"Dieter Koning was a first class person and I became a close friend of him.
He open up a new door in my Racing life.

By racing a Konig I was accepted in a very nice way in Germany and
spent many weeks at the Konig factory in West Berlin.

Dieter invited me to many different places in West Berlin, even his home.

When I was riding in his big brand new Mercedes S 280 I said to Dieter,
this car is pretty strong to be a small 6 cyl. engine?

Dieter was laughing and said, Lars it is a S 600 with a S 280 sticker on
the trunk!!!!

Dieter was a low profile person and I enjoyed every minute around him.

Well, I become a good friend of Hans Georg Krage to and he was way
different than Dieter.
Hans was racing OE with a hydro and to watch him testing props
at the very narrow canal outside Dieters factory was unbelievable.
His boat was not touching the water and in an angle like it was ready
to fly every second.

Well, there is more about my Konig experience to come"..

[Master Oil Racing Team]

Dieter and Hans were indeed two different personalities Lars. Were you able to go by that dance pavillion before it was torn down? I was built in the twenties or thirties I think. I went there twice. First with Dieter, then on my honeymoon with friends we stayed with. It had a big dance floor, then all the tables that surrounded it had telephones, pnuematic tubes, and pencils and papers to write notes and make phone calls to a table with a number posted on a stalk. There was a stage for an orchestra, behind which was a series of waterfalls, and fountains which would pump up, spray and sway to the music and change colors. I wasn't there when the orchestra played, but the water maestro always matched the fountains and colors to the music. Dieter was always on the move, but always being a perfect host.

Hans on the other hand was always living like there was no tommorrow. Just like you say....he always had his hydro flying. I have written about some of Hans' stories and experiences I heard about, that he told me, and that I have had with him personally, on several threads. There is not another guy like Hans and I am so thankful that I was briefly in the circle of his life.

Thanks for sharing your experiences with us Lars, and look forward to more.

[Mark75H]

I just read on another source that the 3 cylinder Crescent was designed by Konig. This is not correct. The Crescent was completely designed in house in Sweden in direct competition with Konig.

The later Volvo F3 engine was a collaboration with much of it from Konig.

[glenws]

Hi All

I am only now in my 30's so remember the 80's and early 90's of 500cc Hyroplane racing in the UK and Europe and during that time the Konig was the engine to have.

Fantastic read about the history so thanks for this.

My father has been involved with powerboat racing in the UK since the late 1960's as a mechanic for teams that competed with Crescent and Konig engines.

After retiring form the sport briefly one of the team (www.area31racing.com) returned during 2006 restoring old hydroplane outfits they used to compete with.

Feel free to have a look at the website www.area31racing.com to see not only the two restoration projects to date, but also some images and video footage in the multimedia section of hydroplane racing during the late 1970's and early 1980's along with footage of the restoration projects back on the water.

Hope you enjoy and that it brings back memories for a few!!

[Mark75H]

Very nice!

[smittythewelder]

Wonderful thread, fascinating contributions. Here are a couple of very minor 2-cent additions:

Many pages back, there was speculation about the first slider pipes on A Konigs. Ron Anderson, Chuck Walters, and I drove back to the NOA National at Forest Lake, MN, in 1968 and had a blast even though none of us finished. "Our" (all I did was lift the back of the boat) big contribution to the weekend was the "D" Anzani, two B powerheads on a gearbox, that Walters tried to run; I've told this story elsewhere on the site. Anyway, A Hydro was won by Armand Hebert, running one of the new aluminum-block A Konig motors. This short-lived version got a new crankcase and 34mm carbs that were used on the later and much better-selling and more successful iron-block, single pipe A Konigs. And it had slider pipes. Whether this engine was entirely new for '68, I can't say. Sometimes, I think, Konig sold the latest version of a motor to European racers for a year before we got them in the States; at least that seemed to be true in the case of the 4-cylinder rotary valve C and D engines, which we heard rumors at about the same time guys in Seattle were taking delivery of new, but previous generation, piston-port fours.

I have a block from one of these aluminum-block A motors (I'm betting most of them got replaced by the later iron blocks). A rather wierd piece, it has pistons ports with channels to single phenolic reeds, as do the iron blocks, but in this case both the piston ports and the case-reed ports run from each carb to BOTH cylinders! Each cylinder is thus trying to draw its intake charge from BOTH big 34mm carbs. I happened to visit Ron Anderson's shop when he had just sent off one or two of these by-then-obsolete aluminum As he had gone through for Dave Mayer in California, and observed to Ron that the engines had to be massively over-carburated. Ron said, yeah, they seem to make nearly the same power with one carb disconnected (or so I remember, 35 years later).

Mr. Van Steenwyk (if I go back to check the spelling, this computer will likely delete all I've written; sorry Bill!) mentioned several pages back that Zak thought Konig might have moved the exhaust ports on the fours closer together just to mess with Zak's lovely cast aluminum manifolds. Out here, the thought was that Konig simply wanted to shorten his own siamese exhaust headers to get the sliding section of the single pipes as far forward as possible (something Jim Hallum had already been trying to do with Walin's Konigs).

Finally, any story on the four-cylinder Konig roadracing motorcycles might want to make mention of Helmut Fath, who built and raced his own basically similar equipment with success.

[David Weaver]

Wonderful thread, fascinating contributions. Here are a couple of very minor 2-cent additions:

Many pages back, there was speculation about the first slider pipes on A Konigs. Anyway, A Hydro was won by Armand Hebert, running one of the new aluminum-block A Konig motors. This short-lived version got a new crankcase and 34mm carbs that were used on the later and much better-selling and more successful iron-block, single pipe A Konigs. And it had slider pipes. Whether this engine was entirely new for '68, I can't say.

I have a block from one of these aluminum-block A motors (I'm betting most of them got replaced by the later iron blocks). A rather wierd piece, it has pistons ports with channels to single phenolic reeds, as do the iron blocks, but in this case both the piston ports and the case-reed ports run from each carb to BOTH cylinders! Each cylinder is thus trying to draw its intake charge from BOTH big 34mm carbs. I happened to visit Ron Anderson's shop when he had just sent off one or two of these by-then-obsolete aluminum As he had gone through for Dave Mayer in California, and observed to Ron that the engines had to be massively over-carburated. Ron said, yeah, they seem to make nearly the same power with one carb disconnected (or so I remember, 35 years later).



We still have one of these. I want to say that dad bought it in 1969, his first manufactured alky engine. I am not sure that we still have the pipes (that were also used on the FM Konig engine). The engine generated a lot of power. I wish we had run it on an 11:15 lower unit somtime. The carbs often broke the connecting flange and, yes, the engine would run on one of the two carbs (buit not great). The pipes did not slide far, maybe 2 inches or so. I will post photo's in the next couple of weeks. There is a kool John Shubert photo that has the same engine on the boat.

[John Schubert T*A*R*T]

We still have one of these. I want to say that dad bought it in 1969, his first manufactured alky engine. I am not sure that we still have the pipes (that were also used on the FM Konig engine). The engine generated a lot of power. I wish we had run it on an 11:15 lower unit somtime. The carbs often broke the connecting flange and, yes, the engine would run on one of the two carbs (buit not great). The pipes did not slide far, maybe 2 inches or so. I will post photo's in the next couple of weeks. There is a kool John Shubert photo that has the same engine on the boat.

Here is the picture while leading 1st heat in Depue nationals in 1969. Was 3rd second heat so lost to Gerry Waldman on points but elapsed time for 1st & 3rd was better then Gerry's 1st & 2nd.

[Mark75H]

I have one of the iron blocks like this. I did not know they came from the factory like this.

[F-12]

John...........I finally figured out why you had the edge. You just never figured out what the turn fin was for and flew it through the corners. Less drag, right? Good seeing you at Ocoee and hope to see you soon. Take care my friend.

[Smokin' Joe]

Wish I had a flash & done more angles, but anyway. The first three are on a riverboat on a lake in West Berlin, celebrating 50 years of Konig Motorenbau. (1927-1977). The other two are some motors at the factory.


Very nice, Sam! I read recently that the remains of the König factory went to the Czec Republic, and that the new style motors are manufactured under the name Konny (and are sold in Atlanta).

[Mark75H]

Joe, I do not think that is accurate. I do not believe Konczy received anything from Konig. I also think he was making replacement parts for his east block friends while Konig was still in operation and expanded after Peter shut Konig down.

As I understand it, Konny is the successor to the design, but not the tooling, its a copy, not a continuation.

[OA57]

I just read on another source that the 3 cylinder Crescent was designed by Konig. This is not correct. The Crescent was completely designed in house in Sweden in direct competition with Konig.

The later Volvo F3 engine was a collaboration with much of it from Konig.

The three cylinder Crescent 500cc was sketched, outlined, of a German Diploma engineer Hans Müller and then developed by a team in house. Some leading team members: Gösta Stillerud, Carl-Eric Zander and Thure Åkerfeldt.

Henry

[Smokin' Joe]

Joe, I do not think that is accurate. I do not believe Konczy received anything from Konig. I also think he was making replacement parts for his east block friends while Konig was still in operation and expanded after Peter shut Konig down.

As I understand it, Konny is the successor to the design, but not the tooling, its a copy, not a continuation.

Sam, you're probably right.

joe

[David Weaver]

Joe, I do not think that is accurate. I do not believe Konczy received anything from Konig. I also think he was making replacement parts for his east block friends while Konig was still in operation and expanded after Peter shut Konig down.

As I understand it, Konny is the successor to the design, but not the tooling, its a copy, not a continuation.

Ralph Donald and Ed Thirlby, Sr. went to Berlin shortly after the factory shutdown. They were hoping to purchase castings, tools, etc. but were not successful. I am afraid much of equipment went into the trash heap or was scrapped. Ashame, as there individuals with an interest in acquiring the equipment.

[wolfgang]

The three cylinder Crescent 500cc was sketched, outlined, of a German Diploma engineer Hans Müller and then developed by a team in house. Some leading team members: Gösta Stillerud, Carl-Eric Zander and Thure Åkerfeldt.

Henry

interesting - that might be the same Mr Müller (from Andernach, some 60km South of Cologne) who designed the DKW 2 and 3 cylinder engines, and later that DKW V6 which was in development at Heinkel in the first half of the `60s.
Did not at least out of the Swedish team Carl-Eric Zander also race the motors? By the way, the first time the Crescent team came to the Essen Ba;ldeney-See race, Angelo Molinari (father of Renato and Georgio) was there with a very early "high legged" catamaran with a 55H with standard lower unit (obviously not in C hydro). He was blindingly quick, till the lu succumbed to the rough water, as did a lot of the boats in C. That might have been in `62. rgds, Wolfgang

[Smokin' Joe]

Ralph Donald and Ed Thirlby, Sr. went to Berlin shortly after the factory shutdown. They were hoping to purchase castings, tools, etc. but were not successful. I am afraid much of equipment went into the trash heap or was scrapped. Ashame, as there individuals with an interest in acquiring the equipment.

The guess I made too hastily below was also wrong, parts and machines are still there in the factory.


Trash heap is probably right, most likely. That's also what's happening to OMC motors in Germany. Have talked with two outboard repair shops in south Germany recently (visited one), the rumors against Evinrude here are similar to those that OMC dealers concocted against Kiekhaefer in the 1950s. First, I was told you can't get parts for an OMC beyond 1996. I told the owner where parts can be found going back into at least the 1950s. A second shop owner (Suzuki dealer) told me Bombardier is a huge concern sells, trains, etc, has no interest in Evinrude, only wanted Ficht injection for snowmobiles. The dealer sells Suzuki and when he said to my German wife (in German) 'we look over there for good oil, etc.', she said 'you mean the U.S.', he said 'no, over there means Japan now'. There's an element of truth in all the rumors. You can try to find an Evinrude dealer via the internet in Germany/Austria and it ain't easy. They're few and far between, generally don't stock motors (or oil), and are not easy to find. I have yet to see an E Tec motor here, in spite of the fact that all E Tecs produced in the U.S. now have "EU Emissions Standard" or something similar written on the downhousing. I do see Mercury but mainly Yamaha, mainly 4 stroke. Anti-pollution laws have helped kill 2 stroke motors here, none but the E Tec (new) are now allowed. The other killing factor was the collapse of OMC and the failure of Bombardier to keep the dealer net. I called the two outboard repair shops searching for older OMCs to buy and restore. the first shop THREW AWAY (junk) 20 last nov. because he couldn't get parts. Bombardier is outrageous here: an '86 carb for 30hp that costs $300 new in the U.S. costs 600 Euros here, that's $840. A Nürnberg boat shop sells Sierra parts, has a decent stock, but I fear that he's whistling into the wind. He's friendly, gave me dealer status for buying a kill switch ... .

[Mark75H]

Bombardier is a huge concern sells, trains, etc,

The BIG Bombardier is not the same company as BRP ... they split

[Mark75H]

Did not at least out of the Swedish team Carl-Eric Zander also race the motors?

Yes, Carl-Eric raced them and set some speed records

Other than the fact that they were not designed by Konig we should split the Crescent stuff off to its own thread, as there is a lot of interest in them. I have done in depth research and have a lot of notes about them and their development ... and apparently we have members with new information to contribute that we all would like to see and learn.

[Smokin' Joe]

The BIG Bombardier is not the same company as BRP ... they split


Good point, when did they split? But still, their dealer net, exposure, in Germany and Austria is nearly nil. That the E-Tec qualifies for use on Bodensee (highly restrictive area) is hardly of use if there are no dealers and no motors. Furthermore, I can supply OMC or BRP parts here cheaper, even paying customs and post from the U.S., than a customer can buy them from BRP in Europe, if the customer can manage to locate BRP Europe.

[Lars Strom]

I think we have to keep going with the Konig history..

[A/B Speedliner]

I just purchased most of VB70116 Konig opposed 4 Cyl B engine. I am missing the foot. I was told this engine was owned by Tom Harden? and would like some history if any one has more info. I started the tear down and so far every thing has come apart smoothly. The carbs and rotor valve we not stock on the engine nor were the exhaust elbows or pipes. The pistons/rods are another story. I can post some pictures if there is any interest.
David Van Weele

[A/B Speedliner]

After removing the head, rather easily, I was able to soak in a fog of WD40into the cylinders and thru the inlet side of the block. After dinner we put a wrench on the top nut and with very little presure we were able to turn the engine over. The castor oil was a thick 90wt consistency that was disolved by the WD 40. The rings are free and the cylinders are like new. No marks lon the piston skirts. I think I will leave the engine together an just soak it in kerosene for a while to be sure all of the gunk is gone. The only tight fasteners are the ones holding on the rope plate.
David

[Mark75H]

I have VB6864 and I might need a piston and some rings for this motor, but I definitely need ignition coils.

I also have something very unusual for North America ... the silencer can exhaust. I would be interested in trading the exhaust can for something if anyone has an interest in it.

Before today it never occurred to me that my motor was from the first year Konig VB's raced in APBA ... I think they were allowed in CBF and NOA before '68

[A/B Speedliner]

Did not have much time to work on the engine today. Still trying to get the rope plate off and to un stick the carbs. Here are some pictures.

[OA57]

I have VB6864 and I might need a piston and some rings for this motor, but I definitely need ignition coils.

I also have something very unusual for North America ... the silencer can exhaust. I would be interested in trading the exhaust can for something if anyone has an interest in it.

Before today it never occurred to me that my motor was from the first year Konig VB's raced in APBA ... I think they were allowed in CBF and NOA before '68

Hi! The year 1974 we raced for the European Championships in Imatra, Finland, very close to the Soviet border. Hans-Georg Krage wanted me to take his car and boat to Nora in Sweden for a race next weekend. He had to go home for work in West-Berlin. When I looked in the papers I saw the car was registrated at a girl named Renate! So when we met in Nora I said hallo to Hans-Georg and said hallo to what I supposed was Renate. But it was not! It was Hans-Georg´s wife.

Henry

[Bob Rusnak]

I just purchased most of VB70116 Konig opposed 4 Cyl B engine. I am missing the foot. I was told this engine was owned by Tom Harden? and would like some history if any one has more info. I started the tear down and so far every thing has come apart smoothly. The carbs and rotor valve we not stock on the engine nor were the exhaust elbows or pipes. The pistons/rods are another story. I can post some pictures if there is any interest.
David Van Weele

Hi Dave, nice old Konig. Looks to be a 1970 "B". I found a 1969 "B" Konig in a box in the cellar last year. Missing a few parts but do not have the time to play with it. Not shure what I am going to do with it. Looking for a flyweel for a "C" of the same year. The one thay has the cam for the points......Bob

[ProHydroRacer]

Hi Dave, nice old Konig. Looks to be a 1970 "B". I found a 1969 "B" Konig in a box in the cellar last year. Missing a few parts but do not have the time to play with it. Not shure what I am going to do with it. Looking for a flyweel for a "C" of the same year. The one thay has the cam for the points......Bob

Bob,
I have a B or C cam style flywheel.
Bill Kurps

[Bob Rusnak]

Bob,
I have a B or C cam style flywheel.
Bill Kurps

Hi Bill, I am still messing with all this junk. I have Bob Hooghkirk's Square block "C" engine. Been trying for years to finish it. I have everything but the flywheel and the little shield that goes ober the belt. Has the origional 40 mm carbs. Let me know if you want to sell it. The 1969 "B" old round block is missing parts to complete it. The old styld 4 bolt headers, outer rotary valve cover etc. Will waite until I have time to locate everything before even think of playing with that one. Will make a few title series races this season and a few Mod races. Will be at the Worlds as My son Don is entered and My son-in law Sean Mckean is also. Only time I see my family any more is at the races.....Thanks for the reply Bob N-96

[A/B Speedliner]

I was able to get the flywheel/rope plate off this afternoon. Also was able to free up both carbs and removed the powerhead from the mid section. I would like to replace the points and condensers, does anyone know if they are available anywhere? I am going to soak the power head for a day or two to see what comes out. I really do not wish to disassemble it any further. It turns over very smooth but that could be from the thick caster oil that was left in the engine. I have a few more pictures.

Besides the model and serial number I find some other markings stamped into the powerhead. The side of the block under the coils has B15 stamped in each back of cylinders. Over the top two cylinders is stamped a "0" and a "1" on both the block and the cylinder head. On the front top block is stamped the letters "UH" could anyone decipher these markings?
David

[ProHydroRacer]

Hi Bill, I am still messing with all this junk. I have Bob Hooghkirk's Square block "C" engine. Been trying for years to finish it. I have everything but the flywheel and the little shield that goes ober the belt. Has the origional 40 mm carbs. Let me know if you want to sell it. The 1969 "B" old round block is missing parts to complete it. The old styld 4 bolt headers, outer rotary valve cover etc. Will waite until I have time to locate everything before even think of playing with that one. Will make a few title series races this season and a few Mod races. Will be at the Worlds as My son Don is entered and My son-in law Sean Mckean is also. Only time I see my family any more is at the races.....Thanks for the reply Bob N-96

Bob,
Send me your address at ProHydroRacer@BellSouth.net
Bill

[ProHydroRacer]

I was able to get the flywheel/rope plate off this afternoon. Also was able to free up both carbs and removed the powerhead from the mid section. I would like to replace the points and condensers, does anyone know if they are available anywhere? I am going to soak the power head for a day or two to see what comes out. I really do not wish to disassemble it any further. It turns over very smooth but that could be from the thick caster oil that was left in the engine. I have a few more pictures.

Besides the model and serial number I find some other markings stamped into the powerhead. The side of the block under the coils has B15 stamped in each back of cylinders. Over the top two cylinders is stamped a "0" and a "1" on both the block and the cylinder head. On the front top block is stamped the letters "UH" could anyone decipher these markings?
David

There is a good chance that I have points and condensers, maybe new or used.
Send me your address to ProHydroRacer@BellSouth.net
Bill

[Bob Rusnak]

If Bill does not, I have plenty of used points and condensers...Bob

[A/B Speedliner]

I have soaked power head and every thing feels smooth so I am not going to tear it down any furhter. I will be putting the heads back on soon and also will be assembling the rotary valve. Since there are not any gaskets used what is put on the parts before putting them back together. It looks like old style formagasket was there before. I also need a driveshaft and a coupler. The mid section is 300mm tall from plate to plate. Are these available any where. I will post some more pictures once I have the power head removed from its bath.
David

[Mark75H]

I'm certain Steve Litzel can supply both

[Bob Rusnak]

Hi Dave, there are many different things to use. I use to use a 10 min. epoxy and later copper coat. Also hi temp silicone sealer and on the crankcase loctite gell coat or Yamabond. All will work. A drive shaft can be easly made by squaring off any old drive shaft on both sides to I believe 12 mm. I assume you will put on a Konig lower unit. As fat as the coupler, Konig/Konny, or Yamoto will fit. They are not cheap. I found the pipe brackets from any old Konig is the same square and be cut to size. Hope this helps.....Bob

[David Weaver]

UH are the initials of the individual that assembled the engine at Konig. I believe that the U stands for Uhlie (SP?). UH is found on hundreds of Konigs.

[Steve Litzell]

I have soaked power head and every thing feels smooth so I am not going to tear it down any furhter. I will be putting the heads back on soon and also will be assembling the rotary valve. Since there are not any gaskets used what is put on the parts before putting them back together. It looks like old style formagasket was there before. I also need a driveshaft and a coupler. The mid section is 300mm tall from plate to plate. Are these available any where. I will post some more pictures once I have the power head removed from its bath.
David

Howdy, I have many Konig old NOS parts for motors from 1950's to present. Some used stuff too, Just contact me at Steve77T@aol.com:D

[Steve Litzell]

That's what I also heard about the combination motor Henry. My last race was at the OD World Championships in Berlin 1981. I've never been back, but Steve Litzell lived in Berlin for awhile working for Dieter. I think he is the one that told me about the OE Konig. I wish he would take time to come on here and give is some history that he lived through. Dieter gave him the knowledge and confidence he had to build his own 8 cylinder.

Thanks for the pics and info Lars. Who was driving the Beck's boat? I guess after 1978 OE's never ran methanol again? I have a bunch of Powerboat & Waterskiing issues that I did not read after I quit racing. Maybe there's some info there I can post. In the meantime Henry and Lars....keep digging up stuff to post.:cool:
Hi All, To set record straight, I did not live in Berlin but would visit Factory for training at least 2 times a year from 1984 to 1988. My first encounter with 8 cylinder was making crankshaft for one in 1985 or 86. To straighten one was a pain to say the least but good training for me. Now i think I can do a 4 cylinder shaft in my sleep. I had very good training on the "Konig way" to work on his motors. As a side note the man that Wayne was talking about that done the welding was from Turkey and though he could not speak english we could communicate but now I can not remember his name. During those years Deiter, Hans, And their kids all stayed at my home in Florida and one year the MRC secretary joined us for some serious water skiing. Most fun I had for years. Later that nite Hans and myself drank a bottle of Jack Daniels, The makings new of Black Russians and half a jug of Han's Martel. It was a bad day at Black Rock for us next day!

[A/B Speedliner]

I have finished the clean up of this neat engine. I did not wish to do musem restoration so I only removed the castor build up and the oxidation. A couple of the bearings needed replacement which I found at my local bearing supplier. I still have to finish cleaning the pipes and the support bracket. Also have to solve the puzzle of how the spray shield attaches. Here are some pictures of my progress.
David

[Jeff Lytle]

The bolts / studs on the upper float bowls is where the factory flat spray shield was mounted. It looks by the shield you have it mounts the same way. The upper holes in the shiels mount to the float bowls, and the lower holes is where the brass fuel line nipples fit through.

[Tim Chance]

Not one of my new Konig's ever came with a factory spray shield. Early on, 1969 - late '70 something I would add one of my own. In '82 I just let the carburetors stick out and the 500 I run today has no spray shield. My thoughts: leave it off.

[A/B Speedliner]

I have cleaned the engine a little, I did not want to do a restoration like we do on our Mercury engine. This engine just looked like it should retain all of its battle scares. We have a foot ready to bolt on after I find a drive shaft and coupler. The foot has all new parts inside with a 12:15 ratio.

I do not think the spray shield was ever used on this engine, following offered suggestions it just does not work. The other puzzle is how the pipes are fastened to the exhaust support. There are tabs on the pipes but there is nothing near by to fasten to. There must have been a bracket or two the connects from the pipe to the support.

Attached are a few pictures of the engine todate.

David

[Mark75H]

The pipes do not fasten to the support ... they slide back and forth via a cable ... connected to the tabs

Get the driveshaft and coupler from Mr Litzell

[Mark75H]

The throttle only brings the motor up to about 7,000 or 8,000 with the pipes in the long position ... pulling the pipes short brings the rpm up to full speed.

Many times alky racers can hold their throttle open for the full race and control the boat speed with the pipe length

[Jeff Lytle]

Ohhhhhhhhh YEAH! :D

[dumperjack]

here 2 pictures of build for the new resounds (before 1968)

[dumperjack]

Dieter's father, Rudolf started making little outboards with very long shafts for sailboats. People said he was crazy, but sailboaters liked the inexpensive fuel stingy outboards and he developed a steady business. Here is that J motor from 1935. As far as I know this was the first König racer.

reality 5800 rpm 10 HP to screws

[dumperjack]

I'll let Dieter König's own words start us off:

prototype development 01 1924-1925 48cm ³ air cooling

[dumperjack]

prototype development 01 1924-1925 48cm ³ air cooling

prototype development 02 1926 60cm ³ water vapour cooling (evaporator - good translates???) this engine had not flowed through yet fresh water

[dumperjack]

reality 5800 rpm 10 HP to screws

handbill 1935 - 3 new world records

[dumperjack]

small newspaper advertising of 1928 (the oldest advertisement which I find could of company könig)
... the street address: "skalitzer straße 9"

I try to translate the word lines…

- the only one, in practice worked " liliput (small body) - engine "
- early order advisable
- the ideal aide engine for sailing boat and paddle boat 1 (!!!) HP, weight 8.5 kg, price 220 RM (old German currency)

[Master Oil Racing Team]

Danke. Sehr gut!

[dumperjack]

small newspaper advertising period 1928-1929

... the new street address: "oranienstraße 187"

I try to translate the word lines…

- könig-engine that does not reach model all side on-board engines
- 1.25 HP adjustable weight 8,5 kg 225 RM (old German currency)

[dumperjack]

some words which I in a newspaper to the water sport exhibition (city) Berlin of 1934 found and explained why in very short time interval a great many beriner companies side on-board engines on the market brought:


... es muß an dieser stelle einmal wieder darauf hingewiesen werden, daß der in deutschland mit recht so beliebte seitenbordmotor von rudolf könig vor annähernd 10 jahren geschaffen wurde.
leider war die maschine seinerzeit nicht patentfähig, so das der kleine königmotor bald einer umfangreichen konkurrenz gegenüber stand....

...it must here once again to it to be referred, that with good reason the side on-board engine so popular in Germany by rudolf könig forwards approximately 10 years one created. unfortunately the machine was not at that time patentable, thus that the small king engine within a short time in relation to an extensive competition stood ....


before longer time I tried to determine like many German companies in former times it gave myself with outside - and side on-board engines to have employed.
so far I could alone for Berlin and direct surrounding countryside for 37 :eek: manufacturing plants prove find ...

[Mark75H]

Thanks Frank!

[dumperjack]

I hope the translations am understandable :confused:

[dumperjack]

with könig - side on-board engines were already driven 1932 to run ;)

the könig 2 had the following data:

- manufacturer: to nixe threw potsdam (city south of Berlin)
- 4.50 m boat-lengthen, spread 0.75 m
- the 125 cm³ engine had 4 HP with 4000 rpm
- speed of 26 km/h

[dumperjack]

" large " könig - side on-board engines (3 -5 HP) became after my to know only from 1931 - 1935 built .... :) :confused:

data to the engines:

- 1931 200cm³/2200 rpm, 3,5 hp
- 1933 150cm³/3600 rpm, 4,0 hp
- 1935 tour - 125 cm³/3600 rpm, 4,0 hp race - 125cm³/4500 rpm, 5,0 hp ~ 35 km/h

[Mark75H]

The translations are competent

The images and information are fantastic!

Thank you for your time spent researching and scanning all this material ... and ... thank you for sharing it with us!

[dumperjack]

1967 end to production the könig side on-board engines :(

of 1927 - 1967 was manufactured the engines in the following classes in series: 1,0 HP, 1.25 HP, 1.5 HP, 2.0 HP, 2.5 HP, 3.5 HP, 4.0 HP, 5.0 HP

1931/32 beginning the development the könig - outboard motors, which were then built 1933/34 in series

[dumperjack]

I do not think the spray shield was ever used on this engine, following offered suggestions it just does not work. The other puzzle is how the pipes are fastened to the exhaust support. There are tabs on the pipes but there is nothing near by to fasten to. There must have been a bracket or two the connects from the pipe to the support.

Attached are a few pictures of the engine todate.

David

hello David, here pictures to the assistance ;)

[Mark75H]

I see this motor also has the device to lift the motor after the jetty start.

It is amazing that the motor is stable with the reduced upper support

[A/B Speedliner]

Thank you very much for the pictures of how the system is set up. No one could have explained it better then shown in the pictures you posted. I will be able to build the missing pieces and once I get further along I will post additional pictures.

David van Weele, a dutchman by birth.

[dumperjack]

I had heard that Dieter built a stacked combination motor for OE after the failed attempt of the 6 cylinder, but I never saw it. I will look through my pics I took at the factory when we rigged up to go to Linz, Austria in 1979, but I do not remember seeing anything like that.

Dieter had realized that what Walt Blankenstein had witnessed and told him about the 6 cylinder opposed would be a problem. Apparently Dieter saw the great interest in OE at that time might help boost his company. With you Lars, Roger Jenkins, John Hill, Michael Werner, making big press, Dieter would be able to put out a formidable motor to win and promote the Konig line of motors. The primary weak link of the big Konigs was the lower unit. The six cylinder had a different weakness that only happened with sudden revs that twisted the cranks, but that mostly happened with lower unit failures

…. not 1979 :(, not OE :( --> correctly = six cylinders and the city:linz :D:D:D
fig. 1 and 2 show a dismantled crankshaft of V-six cylinders the könig-running engine.

my information (correctly or wrongly ?):

- 4 engines were built
- 1 engine was divided and scrapped with
- 1 engine is with one runs in the USA exploded and sunk
- 1 engine hav a driver from the city "Hamburg" foe long time give a student (mechanical engineering) of the University of city "Kiel" - engine is missing
- 1 engine completely unknown missing
- the crankshaft is safe = dumperjack :D

to the article from 1968

könig builds the largest outboard motor of the world

the water-sportily sensation from the year 1968 the first official demonstration of the largest outboard motor of the world with 140 HP, built of könig.

already with test runs reached the boat speeds this make hope for the absolute world record.
the speed test boat were so large, it itself during test trips much lifts and after backwards tilts.
that means with 160 km/h dangerous situation for the test driver.
for this reason became for a test in the back a bearing area cultivated like a negative elevator works, in the back lifts and lift that in front prevented.
the new running engine assembly is by the V-type of two 65 HP of outboard motors developed.
it has 6 cylinders, 3 carburetor, a common fivefold stored crankshaft, battery ignition and generator.

[dumperjack]

I see this motor also has the device to lift the motor after the jetty start.

It is amazing that the motor is stable with the reduced upper support

:) yes, you see correct - candy (German driver http://www.candyman-racing.de/ ) good drove to run with the assembly




Thank you very much for the pictures of how the system is set up. No one could have explained it better then shown in the pictures you posted. I will be able to build the missing pieces and once I get further along I will post additional pictures.

David van Weele, a dutchman by birth.

it is good if I you help could, I here already found much good information for my research.
... asked in German forums I always for information :( , here in the forum come also information for me :) …

... THANKS for it ...

[dumperjack]

Is that motor next to the "side board" display motor a 3 cylinder radial 500cc?

I wish Dieter was still around to tell us about this stuff. :(

... with that 3 cylinder radial engine we are occupied later ;)

I must prepare only ...

[dumperjack]

I see this motor also has the device to lift the motor after the jetty start.

It is amazing that the motor is stable with the reduced upper support

;) I think the pictures explain it better :)

[Mark75H]

Danke. You are correct, these pictures clarify it for those of us who have not seen it in person. It was hard to see and understand the support at the center going forward.

[A/B Speedliner]

Here are a few pictures of the engine completed on the exterior. I am waiting on a driveshaft and coupler. The foot has all new internals that were part of Harry Brinkmans collection.
David

[A/B Speedliner]

Thanks to some fine people in Traverse City, MI I have completed the engine. I installed a new driveshaft and coupler. I energized the iginition yesterday and only get spark from the lower cylinders. I will check the wiring to be sure the coil is connected properly and will also check the plug wires for continuity. Does any one have the specs on the coils for this engine? If the wiring is correct the next place to look I assume is the coil.
David

[Mark75H]

David, the original bolt up was without the Bayer cavitation/adapter plate. The water should come up the rear strut and out the fitting on the strut to the motor.

The steering bar is a car tire jack style rod with a pin. I can give you the specs to have one made.

[Bob Rusnak]

Hi David, the lower unit bolts directly up to the steel down tube, no need for the adapter. A small cavitation plate was then bolted to the last two holes in the unit. I will take a picture of one. I also think I have a extra Konig steering bar if you need one. Bob N-96

[Allen J. Lang]

Hi David- With Alan running Mod, are you going to run the Alky classes,LOL.:D

[A/B Speedliner]

Hi Al
Alan has trouble with keeping the water in the blue dyno imagine what this can do. The 66CI Bruce Johnson engine though will empty the dyno faster then any our other engines.
David

[A/B Speedliner]

Bob and Sam
I wondered why the bolts were to short. I have never seen a Konig up close before and had not idea. When I bought the engine the cooling hoses were connected to the back bracket.
David

[Mark75H]

Mora, Sweden is the location. This comes from Henry Johansson in Sweden. Maybe we can get him to give us a better version

[OA57]

Mora, Sweden is the location. This comes from Henry Johansson in Sweden. Maybe we can get him to give us a better version

This photo is not mine, I have stolen it from a friend. What I know, Margrit König raced in Mora only one year, 1959. She is a sister to Dieter and was only 17 years old at the time. Margrit won the first heat in class J and was seventh in class A with the same 175cc motor. In the next heat she turned over and got no more points. Totally she was fourth in class J (175cc) and tenth in class A (250cc). It was European Championships in class C Stock, Marcus Claesson, Sweden, Swift / König, won before two Mercs 30H. In the other classes it was only international races, no titles. Dieter Schulze, Austria, won class A and C and Kurt Mischke, Germany, won class J.
Henry

[OA57]

This photo is not mine, I have stolen it from a friend. What I know, Margrit König raced in Mora only one year, 1959. She is a sister to Dieter and was only 17 years old at the time. Margrit won the first heat in class J and was seventh in class A with the same 175cc motor. In the next heat she turned over and got no more points. Totally she was fourth in class J (175cc) and tenth in class A (250cc). It was European Championships in class C Stock, Marcus Claesson, Sweden, Swift / König, won before two Mercs 30H. In the other classes it was only international races, no titles. Dieter Schulze, Austria, won class A and C and Kurt Mischke, Germany, won class J.
Henry

Allready 1956 it came up demands for silencers. To 1962 it was an UIM-rule for maximum 105 db what I remember. König made an ugly can under the cylinder of the 250cc motor. Thanks to Dieter he turned the cylinders forward and made some nice UIM-approved megaphones.
Henry

[David Weaver]

I've been racking my brain to remember such an FA. I had forgotten about the sliding throttle, but I remember them. We only used levers in front of the throttle. I can only remember the fixed pipe FA's with carbs on opposite sides like your Dad's David. The first sliding pipe FA's I recall were with the single pipe on the converging elbows. I am sure I've seen the ones like you and Jerry have, but I am going to have to clear more cobwebs away.

What was the hookup like that allowed synchronized sliding. Also, I didn't see any rings on a bracket, but it kind of looks like maybe a bar underneath the one pipe that some sort of collar or hollow cylinder welded on the pipe slid on. It that correct....or how was it set up.

Here you go Wayne.

[John Schubert T*A*R*T]

Here you go Wayne.

If you look between the cylinders you can see an aluminum horizontal bracket. Pointing straight back there are 2 solid rods that the bracket for the pipes slid on. Mine were fixed as not too many were sliding pipes. However the Simon boys from Canada did have a sliding configuration. Not having them slode in 1970 might have cost me the nationals. Just prior to the drivers meeting the Simon brothers came to me & offerred their best prop as Chuck hadn't qualified. I received permission to take a one lap test & did & on the speedo was faster then my "B" Looper, so decided to use it. Couldn't pull on a plane for the 1st heat, and we didn't do doughnuts at that time either. Luckily the 1st heat was re-run as there were too many gun jumpers, but myself & a few others jumped the restart. I did finish 2nd in the 2nd heat to Bob Olson using my RA Smith wheel.

[Master Oil Racing Team]

Thanks David and John. The pictures were a little small and fuzzy for me to see exactly, but John confirmed that it was laid out like I thought.

You're right not too many were sliding them John. I didn't know anyone did until now. Just one little change can make all the difference. In 1971 Dieter had the new "A" block with the exhaust ports on the right side and converging elbows to a single sliding pipe.

[David Weaver]

Thanks David and John. The pictures were a little small and fuzzy for me to see exactly, but John confirmed that it was laid out like I thought.

You're right not too many were sliding them John. I didn't know anyone did until now. Just one little change can make all the difference. In 1971 Dieter had the new "A" block with the exhaust ports on the right side and converging elbows to a single sliding pipe.

The pipes on the FA in the photo slide maybe and inch of two. This made a difference on the top end. Often the pipes got stuck in the forward position. On one occaision, I reached back, grabbed one of the pipes and shoved it back. The engine cleared, but I burnt my hand too much to go on!!:eek:

[tim hanna]

It's been a while since I visited the forum as I've been concentrating on finishing the Konig bike history. However it is amazing to see what has been posted since I was last here.
I would like to know how the speed attempt as described below turned out. Does anybody know?
Also does anyone have any further information on the part Margrit Konig played in the company?
I would very much like to use some of the images in my book - now titled "The Kiwi On The Konig" - introduced by Dumperjack and wonder if that would be possible.
Great to see the interst these old motors still inspire. Since I was last here I have spent some time with Rod Tingate - an Australian rider who spannered for Kim Newcombe when Kim came second in the world 500 GP championship. Rod's beautiful replica of Kim's bike was going around Pukekohe race track at our last classic festivals like a cut cat. Really fast and sounding fantastic.
There are quite a few race bikes coming out of the woodwork now and a number being built. Also a number of outfits. You will know that Rolf Steinhausen won the world sidecar GP championshp in 75 and 76 with Konig power.




…. not 1979 :(, not OE :( --> correctly = six cylinders and the city:linz :D:D:D
fig. 1 and 2 show a dismantled crankshaft of V-six cylinders the könig-running engine.

my information (correctly or wrongly ?):

- 4 engines were built
- 1 engine was divided and scrapped with
- 1 engine is with one runs in the USA exploded and sunk
- 1 engine hav a driver from the city "Hamburg" foe long time give a student (mechanical engineering) of the University of city "Kiel" - engine is missing
- 1 engine completely unknown missing
- the crankshaft is safe = dumperjack :D

to the article from 1968

könig builds the largest outboard motor of the world

the water-sportily sensation from the year 1968 the first official demonstration of the largest outboard motor of the world with 140 HP, built of könig.

already with test runs reached the boat speeds this make hope for the absolute world record.
the speed test boat were so large, it itself during test trips much lifts and after backwards tilts.
that means with 160 km/h dangerous situation for the test driver.
for this reason became for a test in the back a bearing area cultivated like a negative elevator works, in the back lifts and lift that in front prevented.
the new running engine assembly is by the V-type of two 65 HP of outboard motors developed.
it has 6 cylinders, 3 carburetor, a common fivefold stored crankshaft, battery ignition and generator.

[Mark75H]

I'm sure I'll be corrected if I'm wrong, but if I understand correctly Margit was the die maker for the cast parts. A significant member of the team.

[Mark75H]

The 1968 and 1979 motors were different eras and different motors.

The 1979 motor was a stacked 8 cylinder; a 350 on top of a 500 for OE.

The picture of the 1968 motor on the boat looks like the opposed 6 to me.

[tim hanna]

I'm sure I'll be corrected if I'm wrong, but if I understand correctly Margit was the die maker for the cast parts. A significant member of the team.

I thought that was the case. And you are right - it is not an insignificant position in the team. I have tried to find a contact for her without success but I will try again

[Mark75H]

I would ask her nephew how to contact her. I'm sure he knows where she is.

[Master Oil Racing Team]

As far as die maker, I presume you mean the person who made the interlocking sand pieces formed in the little wooden boxes? If that is what you mean then yes, she did that. Dieter told me she made them. As far as other work she might have done, I'm not sure. The days I was there I saw her every morning and she always wore jeans and a heavy dark turtleneck sweater, but she never seemed interested in getting aquainted or even speaking. I don't know of any particular work station she might have had that I can remember, but I never went upstairs. Maybe Steve Litzell might shed some light.

[tim hanna]

I would ask her nephew how to contact her. I'm sure he knows where she is.

That would be great. If he's willing to help maybe the number could be passed on as a private message.

[tim hanna]

As far as die maker, I presume you mean the person who made the interlocking sand pieces formed in the little wooden boxes? If that is what you mean then yes, she did that. Dieter told me she made them. As far as other work she might have done, I'm not sure. The days I was there I saw her every morning and she always wore jeans and a heavy dark turtleneck sweater, but she never seemed interested in getting aquainted or even speaking. I don't know of any particular work station she might have had that I can remember, but I never went upstairs. Maybe Steve Litzell might shed some light.

From the little I know of the dark art of casting producing the sand pieces requires a fair degree of skill.

[Donald]

On occasions when I was in the factory, Margrit only filled parts orders coming in and got parts for repair jobs. She spoke no english and would not even respond to Guten Morgan. I remember once when I bought a set of spark plugs, she insisted I pay first. Although she was not communicative with most customers and employees, she jumped when Dieter wanted something. Someday I will take the time to post my first meeting with Dieter in 1956 and beyond. If I had someone to type for me I could tell a lot of Dieter stories.

[tim hanna]

That was my same impression of Margit Ralph. After a couple of times of saying guten morgen I gave up. If you want to record your stories and send them to me, I will be glad to post them. Joe types too slow as well, and that's why he doesn't tell any of the long winded tales. Get him off in person like Ron did and hooeee......!:D

Gads! What I'd give for these stories!
Here's one I have. Dieter slung a rope around the bough of a tree in his back yard and then dangled his baby son in it in a baby harness. He then tied another rope to the harness and when Kim and Janeen went around to visit he had his son Peter whistling through the air as he pulled the rope from the outdoor table where they all had lunch.
He said that he was teaching him to fly.

[Steve Litzell]

On occasions when I was in the factory, Margrit only filled parts orders coming in and got parts for repair jobs. She spoke no english and would not even respond to Guten Morgan. I remember once when I bought a set of spark plugs, she insisted I pay first. Although she was not communicative with most customers and employees, she jumped when Dieter wanted something. Someday I will take the time to post my first meeting with Dieter in 1956 and beyond. If I had someone to type for me I could tell a lot of Dieter stories.

Margrit mostly ran the parts counter and controlled the inventory in parts room, She did make sand molds for motors when everyone else was busy and when needed as well as make crates for shipping motors and parts. When the Turkish women ( Can't remember her name) was out or off work Margrit aslo tested and made ignition systems. My experience was like Wayne's and Ralph's as she did not speak any English and would not try and if you said Guten Morgan to her she would just nod back at you. I remember asking Dieter if she did not like me or what, And he said she was just quiet. He then asked her to come over to were we were and in German spoke to her and she just nodded again but after that when i said Guten Morgan, she would always smile at me when she nodded. Of course bringing pastries to the factory in the mornings helped. People I remember were, Uli Collaz (sp) chief motor and crankshaft man as well as shop foreman and the man that taught me crankshafts and motor assembly and how to make parts that fit but did not work, work. This is one sharp cookie here. Bernard Bayer, head gearbox maker including the internal machine work on cases.and the man that taught me gears , gearboxes and the factory humor man.:) Arno (can't remember his last name) the elder in the shop who roughed in outboard case on ports and also assembled as well as some machining work on aircraft motors, The Turkish man ( don't remember his name) done most of the welding on exhausts and towers, The Turkish women ( CRS on name) who done most of the electrical assembly for all motors and also pressed the taper cones for elbows and lead in's on exhausts. There were always a couple youngsters working either on the stock (fishing) motors and also grinding and polishing of parts. Everyone there would do machine work on all types of parts either for boat, bike and aircraft depending on what needed to be done or what orders for motors or parts. This place run with the precision of a fine tuned machine with "The Master" over looking or knowing in advance what problems the workers were going to have before they knew themselves. Dieter was one of the best that I have had the pleasure to work for and a untiring devotion to his work and work shop. With all of that going on, he still had time for new ideas and was always trying something new. I had the pleasure of watching him make the mold for the late die cast motor blocks. all I can say about that is WOW! a very amazing mind at work.:)

[Master Oil Racing Team]

You filled in some parts I didn't know Steve. That's what I remember about Margrit, but I never knew about the Turkish women. That must have been after my time. One guy that worked on the long bench on the part of the building where you could drive around the back was a "Palestinian refuge" I was told by Dieter. I think I have a photo of him or two. Kept to himself, but worked all day.

Before you were there Steve, there was one of those young workers you mentioned that was very talented and also a good racer. I guess Dieter hired him because of his talents, or maybe he grew up in the shop and got to be a good racer...I don't know. His name was Bernd Tschierschke and he was one of three sponsored by BOOTE MAGAZINE in 1976. The other two were Kurt Mischke and Manfred Ricthter. Around 1979 or 1980 Bernd married a Canadian girl. I have a Christmas greeting from him but have not heard from him since then. Maybe he will find this site some day and give us some other info.

Bernard Bayerisch......what good memories you brought back to me with the mention of his name Steve. I hve to go now, but will add more later.

[Master Oil Racing Team]

Dieter gave me a tour around Berlin (at that time it was confined to West Berlin).and took me throught the different sectors. I remember going through the British and American sectors, but I don't remember the French. Part of the tour we went through what he said was where the Turkish lived. Seems he also mentioned the gypsies, and I don't think they cared too much for the gypsies. They could cross borders and stay where they wanted to without passport or any i.d.. It wasn't a squalid area at that time. I don't know how it might me now since the east and west have come together, but it was not like other parts of Berlin. But then, European cities were not built like the ones in America. Sometimes the street side looks very bad, but if you get through to the inside, there are gardens, and lush surroundings.

[tim hanna]

Just out of interest is anyone aware of the big outboards Dieter made using Ford V6 engines?

[Master Oil Racing Team]

Never heard of that Tim. Dieter did tell me that some F2 guys from England contacted him about making a multiple cylinder engine for their car. Two stroke. Be very interesting to hear about that Ford V-6.

[Mark75H]

I have images of the brochures with the Ford V-6 Konigs, but no other pictures

[Steve Litzell]

You filled in some parts I didn't know Steve. That's what I remember about Margrit, but I never knew about the Turkish women. That must have been after my time. One guy that worked on the long bench on the part of the building where you could drive around the back was a "Palestinian refuge" I was told by Dieter. I think I have a photo of him or two. Kept to himself, but worked all day.

Before you were there Steve, there was one of those young workers you mentioned that was very talented and also a good racer. I guess Dieter hired him because of his talents, or maybe he grew up in the shop and got to be a good racer...I don't know. His name was Bernd Tschierschke and he was one of three sponsored by BOOTE MAGAZINE in 1976. The other two were Kurt Mischke and Manfred Ricthter. Around 1979 or 1980 Bernd married a Canadian girl. I have a Christmas greeting from him but have not heard from him since then. Maybe he will find this site some day and give us some other info.

Bernard Bayerisch......what good memories you brought back to me with the mention of his name Steve. I hve to go now, but will add more later.
Man I have got to tell you a story about Kurt Mischke, or his Mrs really. We were at a race that Hans put on in Berlin. Like most races they race and then about mid day, they stop racing and have lunch. At Hans race they had a band and a bikini contest during the break. A friend of mine Tom that was with us and I were sitting among the German crowd made up of drivers pit crew and family as well as spectators. We were sitting and having lunch and this atractive lady that sits next to Tom and I, was having a talk with her friends of course in German. That is when the Bikini contest began. Needless to say a Bikini contest in Europe was a lot different than here in USA. As the beauties were displaying their wares and Tom's and my jaws hit the floor, I had a comment about the posibilties of what I would do if I caught one of those beauties. Tom agreed with me and just then, The lady next to me burst out laughing at us, when I said oooops! she understood all that we said. She says yes I did, and that was the end of that, so I thought. you see, seems that even though I knew Kurt through Ralph, Dieter and Hans, I never did meet his MRS until that nite at dinner. Needles to say, My butt took a big bite out of my shorts as I and Tom was embarrassed by our coments earlier that day. All was Ok as she told the story to all and I suffered the harassment all nite. Geez my foot don't taste good most times:D:D:D

[Master Oil Racing Team]

Funny story Steve. That woman would be Linda. She's a great lady. I have a picture of her somewhere, but I can't find it. They do do things a little different there. I saw a billboard advertising soap with a woman sitting in a bathtub lathering up and her top was fully exposed.:eek: When Jenny took us to a club, they had jugglers, magicians, comedians, and the stripper took all off. My eyes popped out, but Hans never stopped talking or laughing.:D

[tim hanna]

The Ford V6 engines were German obviously - from Cologne. Koenig must have made a few because Flo Konig was given a car by Ford - a Capris I think. I have an idea that Volvo Penta was tied up in the deal.
I gathered they were not all that successful - which doesn't exactly surprise me.
The big 6 that Dieter built that is the subject of the article in German showing the boat with the wing - does nyone know what class record Dieter was after, who drove it, what the outcome was and so forth. Also what was the 6? Was it an all new engine / Four stroke?
Love to know.

[Master Oil Racing Team]

I have a story about Flo's car that may have been that one Tim. I don't recall anything about the motor you are talking about so I don't know the time frame, but the car I drove had enough miles on it in 1976 that the throttle was a little sticky. It sounds like it could have been the same car, because I think it was a Capris, and seems like it was green. Can't remember if it was standard or automatic, but the thing I remember was being afraid when I was about to pull away.

Dieter, Walt Blankenstein and myself went into East Berlin to have dinner with boat builder Bernie Danisch and some of his boat racing friends. I went back to East Berlin the following day and spent the night. People from the west could stay for 24 hours in East Berlin without a visa. Dieter lent me Flo's car.

As I approached Checkpoint Charlie the following morning with a severe hangover, I was very nervous. It was because of that sticky throttle. It didn't stick every time, but it did often. When you depress the gas pedal, sometimes the motor would not rev. So you push down a little more....nothing....push a little bit more....nothing....push a little harder, then suddenly VROOOOM! It's as if you purposefully were racing the engine.

I didn't really pray much in those days, but I did then over and over "Please don't let the throttle stick". As I pulled up to where the guard who wanted to see my passport was standing, several more guards armed with machine guns and pistols surrounded the car while one took the keys to look in the trunk and another slid a large mirror on a dolly with a handle underneath the car to see if anything looked abnormal or suspicious. Ahead of me between the car and the barrier which was down were several large tank traps. These were like great big "jacks" like the kids game with the bouncing rubber ball. They were made up of maybe 4" or 6" H beams or something like that, and were arranged so that you did not have a straight shot to drive through the barrier arm closing the exit. You would have to manuever in an S shape to get out.

The guard at my window handed me back the keys after everything checked out. None of these guys say much if anything at all. They just give you a very stern and threatening look. I started the motor, and kept praying that the throttle wouldn't stick this time.....and it didn't. I don't know what would have happened it the motor would have suddenly roared to life as I started to go, but I can tell you I was extremely relieved to get on the other side of that guard post.:D

ADD: I wouldn't be surprised if Volvo Penta was involved either Tim.

[tim hanna]

I am sure that would be the same car. I have seen a few ads for the big outboard in Germany so I will try and track down some copies. At the time I saw them I really wasn't that interested but this book is now so much Dieter's story that I have become interested in everything he did.
It must have been horribly heavy.
I heard a wild story about Rudolf Koenig being asked to build enormous outboards to power high speed landing carft to aid with the invasion of England.Don't know if you know anything about that.
I am also trying to find out about a guy called Daniel Zimmermann. Zimmermann was an East German engineer who built a race bike called a ZPH with two partners. It wasa prewar DKW with square 54 x 54 stroke, boost port, rotary disc valve, etc etc. He worked for MZ from about 1953 and then took charge of the state sponsored East German hydro team. He may have worked afterwards for Dieter but I have no real evidence that he did. fascinating fellow though.
Anyway...nearly finished!

[Glenn Coates]

Bernd Tschierschke
BT who was a machinist/tool and die maker who worked in Deiter's shop, moved to Canada and lived in the Ottawa area. I met him there about 1978. He could identify the engines he had worked on as he stamped his initials "BT" on the block.

[Master Oil Racing Team]

Do you know what happened to Bernd Glenn? He was a good guy. We exchanged Christmas greetings until about 1980.

Tim...I never heard about building any outboards for an invasion of England. I don't believe Rudi spoke any English. He would be at the factory early in the morning with a gray lab coat and beret. He would stand at a small lathe located near the corner of Dieter and Sigfried Lubnow's office and turn a small piece of metal. He would stand at that lathe for long periods of time. I don't know if he had alzheimer's but I never saw him talking to anyone.

There are a couple of members here who have asked me about Daniel Zimmerman also, and you might get in touch with them. Ezyrider and Sergio. Sergio is a motocycle historian. He said Zimmerman was an engineer from Postdam which is right on the edge of Berlin. So I am sure they knew each other, but don't know if they worked together. I would not be surprised to find out that they did. Dieter was curious about everything to do with motors and would consider anything anyone put before him.

Ezyrider (George Taylor) posed a question to me for a friend of his who raced motorcycles. He said several innovations credited to Walter Kaaden were Daniel Zimmerman's. Again, I had to information to help, but maybe you might want to contact Sergio and EZrider and put your heads together. I have a German magazine with an article about the factory that I brought back from Berlin sometime in the 70's. I'll look to see if I can find any info on the big motor.

[Master Oil Racing Team]

Tim, I have an article from the May 1977 issue of BOOTE, a German boating magazine. It was about some of the 50 year history of Konig Motorenbau. I wish I would have kept learning German after I quit racing, then I could post what the article says. I guess I will have to find one of those online translation programs to get it right. In the meantime, this is what I get out of it. It may be totally off base, but here goes.

Under Adolph (which I presume is Hitler) the Brownshirts forbid him to do the civil work and must work for the Fatherland. For the greater German war effort he must build the legendary 3 cylinder outboard motor for storm boats, and also motors for the war marine. (This must be the forces that would be storming the beaches of England). It goes on to say something about after the war Rudi's business was in the "cellar" but it wasn't long before he was working to build it back up.

Some names mentioned in the article Konig-Brummer, Robert Blakenfield, and Karl Nussbaum (also a pic of Karl who worked there a long time). There was a picture of Sigfried Lubnow in his office, and one of Rudi Konig shaking hands with Kurt Miscke's daughter with Kurt standing at the side.

[tim hanna]

It would be great to have a translation of the entire article.
thanks for the names - I'll follow them up.
I believe the factory built aircraft parts for the Luftwaffe as well as supplying outboards to the military. The factory was completely blitzed by a 500 pound bomb but I am told that they started up after the war with machinery acquired from a big, abandoned Luftwaffe repair facility.
Rudolf was apparently lucid when the Newcombes were in Berlin - up until 1973.
The behaviour you describe sure sounds like things had deteriorated for him soon after.

[tim hanna]

I gather that Hans George (with an e or without?) Krage was a Koenig customer and a mate of Dieter's. Reading between the lines he seems to have been a bit of a wildman - or am I getting it wrong?

[tim hanna]

Sorry to keep firing questions but was the V6 in fact the biggest outboard in the world in 1968 or was it perhaps the most powerful and did the winged boat establish any records?

[Master Oil Racing Team]

I wouldn't exactly say Hans Georg was a wild man Tim.....he did what he wanted to do very well. It didn't always play out like he planned, but he did it with enthusiam. Hans was full of energy and told it like it was. When we were near Fort Worth, Texas I gave him a can of cold root beer because he was thirsty. I told him it was root beer, and he had apparently not known what root beer was....took a sip thinking it was some kind of Texas beer...then promptly spit it into the dirt. He said "It tastes like it came from a urinal!"

That's what I liked about Hans. He lived life to the fullest. When I spent some time with his son Peer at the World Championships in Florida the previous year, we laughed over some of the stories Hans told me. I didn't know Peer from when I raced in Germany. He was too young. But when I told him some of the stories from his Dad, he said he had heard them before, but he wasn't sure they were actually true. He confirmed some of the things Hans had told me back in 1993 that their family was going to get back some of the land that was confiscated in East Germany when the Russians took it over. Hans had a sailboat at his shop to sail in the North Sea near their old property.

Hans-Georg Krage was one of the most dedicated, focused, and most fun loving boat racers I ever met. I don't know how many stories about Hans-Georg might be out there...but I guess like Yogi Berra....some might be embellished by the reputation he had.:cool::D

[Master Oil Racing Team]

I was writing my post in the midst of your followup post Tim. Maybe Sam can help you because I have no clue about the V-6. The only automotive type motors Dieter ever told me about was when a British group approached him about making a 12,000 rpm motor to run the F2 circuit. He thought about it but the crank would be the obstacle.

[Mark75H]

Sorry to keep firing questions but was the V6 in fact the biggest outboard in the world in 1968 or was it perhaps the most powerful and did the winged boat establish any records?

The winged Konig boat didn't establish any records that I know of. I suspect the motor on it is the opposed 6 Konig. I think young Mssrs Konig & Krage would be good sources on this.


The Konig/Ford V-6 was the same hp as the Merc in 1969, but weighed twice as much as the Merc. The price was almost 13,000DM, I don't know how that compared to the Merc at the time.

There was also a 70hp with a 4 cylinder Renault.

[Master Oil Racing Team]

Because of BRF I learned something new today. It was easy to do the translation, but it did not come out totally right. I didn't have my glasses on and it was kind of hard to see all the punctuation and of course my keyboard doesn't do the double "S" letter or the "A's" or "O's" with the umlaut above. So I will see if I can somehow convert to German typing as much as possible then do the translation that way. I'm not too sure how close that will be though, without a German keyboard.

Anyway here is what the translation says about what I originally guessed at.

"Taking place Adolpf, the Brown, he was ordered by then his civil development work unconditionally in the services of his country....on behalf of the Army, he developed the legendary Grossduetschen 3 cylinder radial engine for assault boats, even emen underen engine for the Navy."

I don't know what the last part means. Maybe there were no English words that fit or I typed the text in wrong because I didn't have my glasses. But might have something to do with "an under water engine".

I will play around with it some more Tim, and if I can get it to make sense, I will do the whole article.

[Master Oil Racing Team]

The story about Flo's car reminded me of another story I posted somewhere about Dieter's Mercedes. It was kind of between red and burgundy and I think it was a 300, but not exactly sure. This was in February 1975 and Dieter was in the midst of putting together a speedway bike for a race coming up in a few days. He had cast some "pots" to hold water for cooling that would bolt on the block. As the races were short sprints, he designed the water reservoirs to cool without circulating. He also was having a faring made of fiberglass. We stopped what we were doing and went to some shops in another part of the city to check on work he had hired out.

We went to a couple of places, I forget to get what, then to an older section of town with buildings that had not been bombed down. We went up three stories to an apartment where the man was building the fiberglass faring. It was dark in the building and the central courtyard that the building surrounded was unkempt and rundown. There were not many people around. Then we went to a small shop not too far from there to check on a radiator that a guy was building for a GP bike. After that Dieter parked on Kurfurstendamm, one of the main streets in downtown Berlin while we went to several stores. I think he was picking up some stuff for Flo, We walked several blocks and then crossed the street before he got what he was looking for. Dieter was talking non stop about all the stuff he had to do and he was in a hurry to get back to the shop and work on that speedway bike.

As we walked back to where he parked the Mercedes, we recrossed the street and walked up to it, but before he stuck the key in the doorlock he paused. Then he looked across the roof at me and said :"This is not my car. Mine doesn't have these seat covers!" It had slip on thick wool seat covers. Not wool fabric after it had been spun and woven into a cloth, but the real wool with tanned hide just like it came off the sheep. He looked up and down the street for his car, and since everything looked much the same to me, I couldn't help. There were Mercedes' everywhere, and every so many meters were trees. There was not really any outstanding feature right around there like a fire station or statue that we cause us to remember, so we walked up and down Ku'damm looking for a reddish/burgundy Mercedes. After about ten minutes or so, and no luck, we went back to that first one. Dieter stuck the key in the lock and it opened. The ignition key worked and he drove to their house. When we got inside Dieter asked Flo "When did you get those seat covers?" Flo replied "About six months ago.":D

[tim hanna]

The winged Konig boat didn't establish any records that I know of. I suspect the motor on it is the opposed 6 Konig. I think young Mssrs Konig & Krage would be good sources on this.


The Konig/Ford V-6 was the same hp as the Merc in 1969, but weighed twice as much as the Merc. The price was almost 13,000DM, I don't know how that compared to the Merc at the time.

There was also a 70hp with a 4 cylinder Renault.

Well that answers all the questions I have about that. I think the weight issue would have been an absolute killer given the quality of the Merc.
I did not know about the Renault so thanks for that.
When Kim was in Melbourne he worked for a dealership as a mechanic and raced Koenig hydros with his two bosses, the Jackson brothers. Bobby Jackson was a state and national champion who also set a number of absolute national speed records - 77 miles an hour with a 320cc Koenig. It was faster than the international record but not by enough to be recognised. They tried selling the domestic Koenig line with almost no success

[Master Oil Racing Team]

Here are some notes from my journal about the changes Dieter made with his outboard motors for the 1975 racing year. No details...just what short notes I made from what Dieter told me.

New crankshaft (this was the one that replaced what we called the black crankshaft. You could only get a couple of heats out of the black crank with a D motor)

Rods 1mm wider, more and longer big end roller bearings.

Caged needle bearings to eliminate the critical crank spacing of the rods. This was a milestone in time to make it easier for anyone to rebuild a Konig.

Cushinor to absorb shock between driveshaft and crankshaft. I don't know what this is. It was just in my notes. Maybe for stock production motors.

No more 1:1 gears. Not strong enough. (my notes...don't remember if that's what Dieter said, but I suspect so.)

No more VF motors.

No more 12:14 gears.

Baffles for exhaust system reduce engine noise without hurting performance

Stronger pipe bracing

Convert stock 65 hp for OE.

More casting on exhaust side of sleeve to prevent water leaks.

6 cylinder OE engine.

It was during this time that I am sure he was also working with Volvo Penta for the brief joint venture in which Lars participated in a little over a year or so later.

[tim hanna]

Here are some notes from my journal about the changes Dieter made with his outboard motors for the 1975 racing year. No details...just what short notes I made from what Dieter told me.

New crankshaft (this was the one that replaced what we called the black crankshaft. You could only get a couple of heats out of the black crank with a D motor)

Rods 1mm wider, more and longer big end roller bearings.

Caged needle bearings to eliminate the critical crank spacing of the rods. This was a milestone in time to make it easier for anyone to rebuild a Konig.

Cushinor to absorb shock between driveshaft and crankshaft. I don't know what this is. It was just in my notes. Maybe for stock production motors.

No more 1:1 gears. Not strong enough. (my notes...don't remember if that's what Dieter said, but I suspect so.)

No more VF motors.

No more 12:14 gears.

Baffles for exhaust system reduce engine noise without hurting performance

Stronger pipe bracing

Convert stock 65 hp for OE.

More casting on exhaust side of sleeve to prevent water leaks.

6 cylinder OE engine.

It was during this time that I am sure he was also working with Volvo Penta for the brief joint venture in which Lars participated in a little over a year or so later.

This list makes a lot of sense. The 'cushioner' may have been a version of the shock absorber built for the bikes. This was like a rubber cone on the end of the crank and it was to eliminate the metal to metal stress when the drive snatched. I guess that might have been useful when you booted an outboard from low revs when there was already drive - ie no cavitation.
I wonder if Hoekle were going to make the new crank. I think the quality control issues were beyond the koenig factory's capabilities. Lousy cranks, porous blocks and poor ignition systems cost Koenig at least one world championship in sidecar racing and very possibly the 500cc motorcycle world championship.

[tim hanna]

The story about Flo's car reminded me of another story I posted somewhere about Dieter's Mercedes. It was kind of between red and burgundy and I think it was a 300, but not exactly sure. This was in February 1975 and Dieter was in the midst of putting together a speedway bike for a race coming up in a few days. He had cast some "pots" to hold water for cooling that would bolt on the block. As the races were short sprints, he designed the water reservoirs to cool without circulating. He also was having a faring made of fiberglass. We stopped what we were doing and went to some shops in another part of the city to check on work he had hired out.

We went to a couple of places, I forget to get what, then to an older section of town with buildings that had not been bombed down. We went up three stories to an apartment where the man was building the fiberglass faring. It was dark in the building and the central courtyard that the building surrounded was unkempt and rundown. There were not many people around. Then we went to a small shop not too far from there to check on a radiator that a guy was building for a GP bike. After that Dieter parked on Kurfurstendamm, one of the main streets in downtown Berlin while we went to several stores. I think he was picking up some stuff for Flo, We walked several blocks and then crossed the street before he got what he was looking for. Dieter was talking non stop about all the stuff he had to do and he was in a hurry to get back to the shop and work on that speedway bike.

As we walked back to where he parked the Mercedes, we recrossed the street and walked up to it, but before he stuck the key in the doorlock he paused. Then he looked across the roof at me and said :"This is not my car. Mine doesn't have these seat covers!" It had slip on thick wool seat covers. Not wool fabric after it had been spun and woven into a cloth, but the real wool with tanned hide just like it came off the sheep. He looked up and down the street for his car, and since everything looked much the same to me, I couldn't help. There were Mercedes' everywhere, and every so many meters were trees. There was not really any outstanding feature right around there like a fire station or statue that we cause us to remember, so we walked up and down Ku'damm looking for a reddish/burgundy Mercedes. After about ten minutes or so, and no luck, we went back to that first one. Dieter stuck the key in the lock and it opened. The ignition key worked and he drove to their house. When we got inside Dieter asked Flo "When did you get those seat covers?" Flo replied "About six months ago.":D

I somehow missed this post. It had me laughing like a drain!

[tim hanna]

Because of BRF I learned something new today. It was easy to do the translation, but it did not come out totally right. I didn't have my glasses on and it was kind of hard to see all the punctuation and of course my keyboard doesn't do the double "S" letter or the "A's" or "O's" with the umlaut above. So I will see if I can somehow convert to German typing as much as possible then do the translation that way. I'm not too sure how close that will be though, without a German keyboard.

Anyway here is what the translation says about what I originally guessed at.

"Taking place Adolpf, the Brown, he was ordered by then his civil development work unconditionally in the services of his country....on behalf of the Army, he developed the legendary Grossduetschen 3 cylinder radial engine for assault boats, even emen underen engine for the Navy."

I don't know what the last part means. Maybe there were no English words that fit or I typed the text in wrong because I didn't have my glasses. But might have something to do with "an under water engine".

I will play around with it some more Tim, and if I can get it to make sense, I will do the whole article.

I can't believe how the final pieces are coming together. It's wonderful.
I have seen film of german troops in Russia crossing a river with an inflatable raft powered by a little outboard. I will try to find it again.

[Master Oil Racing Team]

I don't know who made the parts for the new crank, but they were put together at the Konig factory.

I missed a couple of changes from 1975 that were on another page.

Two condensers per set of points to eliminate arching and prevents high speed popping.

And Dieter asked me to find for him the address of American Bosch in Columbus, Mississippi. and I wrote down this number which I presume is the part he is interested in. SMH12 A101.

I believe it was late 1976 or maybe 1977 that he introduced the CD ignition system. The "porkchops" were built in Massachusetts for a chainsaw.

[Master Oil Racing Team]

While going back to earlier posts, I came across the newspaper article about the boat with the wing. I had forgotten about that. Now I know what you were referring to Tim.

I changed the language from English to German in my computer, then I found a translation site that even had the special characters to use. I did the first paragraph and did got mixed results. I have the feeling that if I went to the advanced "pay" feature, I might have gotten a more accurate translation. Having known this story, this is the gist of the first paragraph.

It began during the recession that the Senior chief of the motor building firm Konig was "blackly" annoyed if he was with a woman sailing around the Berlin lakes and the wind "went to sleep". It could be calculated that the wind went to sleep regulary in the evening and you could not plan on getting home at night at a particular time.

That was from one translation site.

I tried the second paragraph on another one that didn't have that special character feature It was not quite as accurate because of that. The best I can come up with is:


Talented with his hands, Rudi Konig withdrew to his attic and tinkered at a "pusher" to make a side on-board oar to act as an engine that does not depend on the wind. This was the forefather of the Konig engines..

[Master Oil Racing Team]

Here are some pics of Uli (that's him isn't it Steve?) working on the new style crankshaft. It made all the difference in the world. For one, it was much simpler to rebuild an engine without having to spend so much time spacing the crank and centering up the rods. Most importantly it's greater longevity meant the powerful motors would last a lot longer and win more races.

[Master Oil Racing Team]

I don't understand the context of laughing like a drain Tim. But then you guys call the deep water wells in western Australia "boreholes" right?;) At least that what the title was on a magnificent commissioned oil painting I took a picture of for the late head of the famous King Ranch, Bobby Shelton. They had a lot of acreage in Australia.

I went back through this Konig thread because I had missed some and forgotten some, then there was the motorcycle thread. I try not to duplicate pictures, but so far I mostly have been posting the slides where it's easy to write a "B" on a corner of the cardboard mount. I can't do that on the B&W negatives because it will harm them. So I haven't marked many I have posted, and without bothering with contact sheets, I lost count. I remembered that I promised to post some B&W pictures of the bikes at Dieter's and today I discovered I haven't yet. So here are a couple of the speedway bike I mentioned earlier that we were working on. Also...on that same strip of negative there is a drafting board. I will post that also. To the right of it looks to be a list of things to be done. I will later on rescan at a higher resolution so that our resident "Eagle Eye" Jeff Lytle might me able to pick up on the writing.

[tim hanna]

I don't understand the context of laughing like a drain Tim. But then you guys call the deep water wells in western Australia "boreholes" right?;) At least that what the title was on a magnificent commissioned oil painting I took a picture of for the late head of the famous King Ranch, Bobby Shelton. They had a lot of acreage in Australia.

I went back through this Konig thread because I had missed some and forgotten some, then there was the motorcycle thread. I try not to duplicate pictures, but so far I mostly have been posting the slides where it's easy to write a "B" on a corner of the cardboard mount. I can't do that on the B&W negatives because it will harm them. So I haven't marked many I have posted, and without bothering with contact sheets, I lost count. I remembered that I promised to post some B&W pictures of the bikes at Dieter's and today I discovered I haven't yet. So here are a couple of the speedway bike I mentioned earlier that we were working on. Also...on that same strip of negative there is a drafting board. I will post that also. To the right of it looks to be a list of things to be done. I will later on rescan at a higher resolution so that our resident "Eagle Eye" Jeff Lytle might me able to pick up on the writing.

We Antipodeans are full of funny little sayings. Mad as a cut snake, silly as a wheel, funny as a fight - to mention but a few.
The pics of the speedway bike are priceless - as are the pics of Ulli working on the new crank. I believe that Werner Eggert won the German speedway championship in 1974 and 1975 with a König-powered sidecar, posting a final championship victory in 1977. The pica may well show his bike.
If Kim had had a more reliable engine he could have been world 500 GP champ in 73 instead of coming second. Such is life.
Can you send me your email address again to timhanna@maxnet.co.nz.

[Master Oil Racing Team]

Yes Tim I will send you my e mail again and last night while I was clearing out my pm's and I had several messages from both you and ezrider one after the other. I have to send george an apology too, but I apologize to you now because I sent him the message meant for you. He's probably thinking as we sometimes say over here that I'm "Daffy".

It was a ironic that about the time Kim was killed, Dieter was making changes that vastly improved the reliability of the Konig. Had he not been killed there is no telling where he might have gone with the sport AND pulled Dieter right along with him, because there is much more publicity going along with motorcycle racing and success than with alky outboard racing.

[Master Oil Racing Team]

Here is a pic of Dieter and I testing the exhaust system of the engine for the speedway bike. Dieter is filling the "pots" prior to the start. We tested many pipe systems. I don't remember which this one was. I have more to add later when I have time.

[Master Oil Racing Team]

We tested a number of different pipes. This is not a very good pic, because I was using available light and low shutter speed, but it shows on of the old FC megaphones.

Rather than retype notes from my journal, I just decided to scan it and post it directly as written. The date for this entry is February 25, 1975. These notes about testing the motor for the dirt bike on the previous page thusly: "Later on I helped him test the engine for the dirt......." then the rest goes on in the post of the journal. I hope I have it sized correctly for reading. I seem to be having a lot of trouble getting the sizing correct since changes have been made.

The text went through but not the scan. I've been having trouble uploading it. The storm clouds have now passed so maybe this 4th attempt will work. Not going to work...will try again later. Finally!

ADD: I had forgotten about the airplane guy coming that day until I read the entry. I wonder if that was the guy that got him interested in the ultralights? I still think of the great loss to the Konig family and the boat racing world for that ultralight tragedy.

[Master Oil Racing Team]

The final two entries regarding the bike. I left the regulatory part in there in case someone was interested in that.

It was my first time to meet Jerry Drake, and Dieter wanted me to entertain him while he finished up some other business. Later on I met Kurt Mischke, Hans G. Krage and Karl Bartel. We went to a boat show, where I got interviews from each of them.

[Master Oil Racing Team]

More pics of testing the motorcycle engine and pipes.

[tim hanna]

I really enjoyed the notebok entries. It made me feel like I was there!
I don't know whothe airplane guy might have been but I am aware that he conducted a long correspondence with a Canadian called Bill Lishman, who flew a revolutionary bi-wing hang glider called an Easy Riser, which he had motorised with a go-cart engine in 1978. Bill had became a leading figure in the development of ultralights, and he was ultimately famous around the world as Father Goose after he reared geese and taught them to migrate by leading the way in just such an aircraft.
He did so after purchasing a number of motors from Dieter so that the first geese to learn to migrate alongside an ultralight did so to the guttural growl of a König engine.
Of course your airplane guy predates this by some years.
I do know that Dieter was interested in hang gliders from around 72 - 73.
The accident was indeed a tragedy and seems to have been sadly predictable.

[tim hanna]

More pics of testing the motorcycle engine and pipes.

I have an obvious question.
This bike looks like a solo but it might have had a siecar attached I suppose. Do you know what class it races - solo or sidecar?

[Master Oil Racing Team]

I remember seeing the "Father Goose" story on a news program, or documentary or something. Very interesting.

I have some more info somewhere on the ultralights that Scott Smith sent me. He wanted me to take the ultralight thing and run with it in the U.S., but I had no interest. I joked with him something about "flying in a machine powered by a Konig motor? No way!";) I will see if I can find some of that correspondence and see if the aircraft was mentioned because I can't recall.

[tim hanna]

I would certainly be interested to know more about the aircraft side of things.

[Master Oil Racing Team]

I do not know the class Tim, but I do know that it was for sprint racing on short dirt tracks. I don't recall why Dieter had the cowling remodified because he was afraid water would get into the carbs. It wasn't from anything I can remember. If I saw it I would have recorded my observatios during the test. I don't recall any caps ever placed over the pots. It may be that Dieter had run previous tests, and it was better to boil off the water than have the pots capped off in order to release heat. I can't say either way. But I can say that Dieter was concerned about water spilling out of the pots and possibly getting into the carbs...even small amouts. As a boat racer Dieter knew what that could do.

As to the timing of the ultralight venture, I do not think it is all too far removed from the time I took my notes until you mention Bill Lishman's go cart engine in 1978. When Jimmy Carter became President in 1976 he did things that pushed our economy into the pits. The "Windfall Profits Tax" shut down the oilfield. Prices on everything rose, The Duetschmark value raised significantly against the dollar. So you can imagine the time it would take for Dieter to agree to build the motors, set a price...possibly contingent on an otherwise stable currency not so much now, and then design, tool up, cast, machine, and then put the motors out with wooden propellers Dieter had to have arranged. This is all speculation, but absent Peter or someone else giving us the actual story...it might have been Bill Lishman that got the ball rolling.

[Tim Chance]

I remember seeing the "Father Goose" story on a news program, or documentary or something. Very interesting.

I have some more info somewhere on the ultralights that Scott Smith sent me. He wanted me to take the ultralight thing and run with it in the U.S., but I had no interest. I joked with him something about "flying in a machine powered by a Konig motor? No way!";) I will see if I can find some of that correspondence and see if the aircraft was mentioned because I can't recall.

The last conversation I ever had with Dieter, I told him that he must be "out of his mind to go up in the sky with a Konig motor". And he told me that it was "a good motor, low rpm, reliable". So tragic.

[Master Oil Racing Team]

I took this self portrait in my room at Hagen Haus on Hagenstrasse in the Grunewald section of Berlin, just to prove I was there.;):D Three months later I had a bad crash when I stuffed my D hydro at Baytown, Texas on a Memorial Day race. I had about 12 or so stitches on my chin and so couldn't shave. Never have seen the scar because I've had the beard since then.

It was the following year when David Westbrook and myself raced in Berlin, we stayed at the house of Jenny Swartz-Nitka only a few blocks away from Hagen Haus. I ate at an Italian restaurant only a hundred yards from Hagen Haus that was owned by a good friend of Jenny's son Peter Preis. The walk from Hagen Haus to Jenny's was only a few blocks and could be completed in a matter of minutes. You can read the story of David and Faye Westbrook and photos of Jenny's on Random Shots from the Pits that was posted last week.

My first trip to Berlin, I landed at Templehof which was the same airport that Hitler used, and was also part of the Berlin Airlift in 1961. Regretfully, I didn't take any pictures. I got an awesome sense of history, but the guards and officials looked like I could get a big hassle out of attempting to take photos. That was the last year that Templehof was used for commercial traffic...or at least by civilian travelers.

I had no reservations and didn't have a clue where to stay, so I just asked the cab driver to take me to a nice place, but not too expensive. Like Joe Rome and I sometimes talk about....there can be a "Karma" when it comes to boat racing. It was a perfect small place with about 20 rooms, and two story. The lady that ran it was extremely nice, and called up Dieter to find out how to get to his place. She wrote down what I needed to do to hand it to bus driver to help me get there. I would walk a few blocks down to Roseneck and take either bus no. 29 or no. 19. Either one would get me into downtown Berlin near the bombed out remains of Kaiser-Wilhelm Cathedral on Ku'damm. It was about a 15 minute ride. Then I would walk four blocks to Banhoff Zoo and catch bus No. 23 to Fredich-Olbricht Damm and get off near the Imbiss we would eat bratwurst and drink beer at. From there it was a short walk to Dieter's factory. It took 45 minutes to an hour for the trip, depending on how long the wait for the buses was.

When I took the cab to Jenny's the next year, I started recognizing familiar scenes, and when the cab drove past the Italian ristorante, I knew exactly where I was. From 1976 until 1981 I returned to stay at that house. When Debbie and I went there on our honeymoon in 1977, Peter Preis took us to the Italian ristorante and introduced us to his friend. He would have made us the finest dish we wanted, but Debbie wanted to eat a pizza made by Italians in an Italian ristorante. When we told him we wanted pepperoni pizza, the owner made a digusting look on his face and said "Bah......peasant food" But he made it. Our surprise was that the pepperoni was long green peppers.:D

[Master Oil Racing Team]

Do you remember about when that was Tim? I've never seen the ultralight motor in person, but an ex neighbor of mine has. He was an ultralight dealer in the 80's and although he handled Rotax, he was familiar with the Konigs.

I never have talked to Ralph Donald about it, but I suspect Scott Smith asked him first about doing the airplane deal because he was close to Scott and knew everybody.

[Master Oil Racing Team]

This part of the warehouse is where you would walk into after entering the main part from the lobby. As you look at the building from the parking lot, the wall on the left with the glass would be facing Saatwinkler Damm. That is the street running beside Hohenzollern Kanal....that famous canal running by the shop where so many drivers tested boats and motors. Freidrich-Olbricht Damm is at the corner of Saatwinkler Damm and the factory was right there.

Once through the lobby and through the door, you look straight to the back. Near the back Bernd Tschierske is working on an outboard. A little behind and to the right you can catch a glimpse of a motorcycle. That's where I always saw them, and I suspect that is probably where Kim worked. The door to the very back opens into the motor test room.

ADD: If you go back to Dumperjack's post no. 146 you will find b&w pics of the factory before 1968. The first one is taken by someone standing near Freidrich-Olibricht Damm. When Lars came to Dieter's shop in 1977 to pick up the Volvo Konig, he drove down the right side of the building and turned the corner left behind it. When I was there a fence was built to the right and there was about 20' or so between the building and the fence. This photo does not show the other half of the building to the left where the lobby entrance is and the portion of the building facing Saatwinkler Damm that I just posted.

The second pic from Dumperjack was taken at the rear of the building and facing toward Freidrich-Olbricht Damm. At the far end to the right you can see part of the wall of the other half of the building and windows. Further to the right is where entrance from the lobby would be. Directly behind the photograper is the rear hanging door. Just directly to the right, and all the way to the corner from the photographer's position is where the motor test room is.

[Master Oil Racing Team]

These are pictures taken in February 1975. The were taken from the back of the building in relation to the photo I posted before. These were looking back toward the front of the building. Behind me was the door to the dyno room. To the right was the wall and glass facing Saatwinkler Damm. These bikes were left of that wall. To the right of the bikes is the bench where Dieter and I worked on the exhaust systems. Here's some pictures of the bikes.

ADD: I scanned these pics three times previously, & had trouble....so I just scanned the whole lot And this is what was on that particular strip of film.

[Allen J. Lang]

There is a gentleman in AOMC who flys blimps said while he was in europe, he did fly a blimp powered by Konigs. :D

[Master Oil Racing Team]

Cool Alllen. Would you by any chance be able to see if he has any pictures, or brochures or other information on it?

[Master Oil Racing Team]

More images from the same roll of film as previously posted. Shot on February 27, 1975. Bernd Tschierschke is working on what looks to be a cast iron block FA.

[tim hanna]

Awesome photos!
Kim's work place was right at the back of the building. You went to the end of the drive and turned left. There was/is a seperate building behind the main building where Dieter's boats and hang glider are still stored.Opposite that building in the rear wall of the main building is a roller door and Kims workshop was behind that. The 350 BMW Koenig is still there and when I was there a few years ago there was a pile of clipon handlebars on Kims workbench.
Not sure on the timing of the aircraft engine stuff but the three cylinder is still manufactured in Canada. The design was sold a few years ago I think.
I would love to know aout the blimp!

[Master Oil Racing Team]

You really got me looking at my old photos again Tim. I didn't remember a building behind the main one, but after enlarging some old slides I may have a portion of it that you may recognize, I had a very hard time figuring out the layout because I got used to using a 24 mm lens as my standard lens rather than a 50mm because I moved in close for my pit shots and wanted more of the peripheral vison of the human eye rather than the actual size of a subject. The problem is the perpective on distant objects (even not very distant) is distorted. Here are three pics that I took at the same time behind the Konig factory. In the first pic is the one I think may be the building on the left you are talking about. I never went in there, I can't remember anything about it, but it does look like the nose of a hydro just inside a rolling door.

I took all these when as I mentioned earlier Lars Strom came to pick up an engine. Otherwise, I probably would not have these images. I am very sorry I didn't get any pictures of Lars, but it seems like it was a very quick, in and out pickup. I was in the middle of rigging up a new Danisch hydro when Dieter said he needed help to move boats out of the way. I think Lars parked just beyond the roll up door at the back and the motor test room was just to the left, but I'm not positive. Maybe Lars can shed some light on this.

[tim hanna]

Trying to orient myself with the photos. It seems sad that all that activity had to come to an end.
When Kim got the bike going for the first time Dieter insisted on having a ride down the lane to the side of the main building.The engine suddenly got into its rev range and accelerated down the lane and smack into the building across the bottom of the site. Dieter was thrown through the fibro (I think) wall - fortunately without injury.

[Master Oil Racing Team]

I've had a hard time orienting myself Tim. I did find some later pics though that I believe were taken in a storage building behind the factory. I've loosened up some cobwebs and have a vague memory. The only pictures I have of the inside were near the door where there was available light. I didn't carry flash equipment with me when we went there to race because we already had too much stuff to take. That building didn't have any skylighting, so I didn't wander around in it and shoot any pics because it was too dark. I'm not even sure it had windows. I don't know how much things changed before Steve Litzell started going there, but maybe he can fill us in. Sometimes Steve is like a Tomcat. He may not prowl around this site for another month, but when he does you can be sure it will be insightful.:D

Here are the remaining pics of the motorcycles I have not previously posted.

[tim hanna]

Very interesting pics.
the bike engine is now canted up at the rear, which would have made access to the plugs better but raised the centre of gravity. Also the pipes now exit the bottom of the engine.
Interesting to see the cush drive on the end of the crank.

[Bill Van Steenwyk]

A couple of weeks ago Ralph Donald, who was very close to Scott Smith of Dallas, Georgia, the US Distributor for Konig, made a comment that he had quite a few stories he wished he could relate on this thread regards Konig history. Unfortunately Ralph suffers from the same disease that many do when it comes to a computer keyboard, namely the only system he is familiar with is "the Bible System", or "seek and ye shall find". That system does not lend itself well to comments more than a sentence or two long, and because he knows MUCH more of the early history of the importation and racing of Konig motors in the US, both Wayne Baldwin and I volunteered to listen to his comments and then post them here. My Mom was a typing teacher from the time I can first remember her until she retired in the late 70's, so one thing she insisted on was her "Billy" also knew how to type. I did not think much of the education or my junior high typing teacher at the time, but it has worked out to be one of the best things she ever made me do, as my chosen profession (sales) does require much typing of quotes, reports, etc., so it has been very valuable to me all my life.

Since I was going to see Ralph at DePue before Wayne would have a chance to talk with him, we spent a little time together during the down time when he was not racing, and he related a couple of stories that I will repeat here. In addition to adding to the Konig history here on BRF, his other time at DePue was very well spent, as he won the National Championship in 175CC Hydroplane. There was a full field of boats and the competition was fast and furious, and he had to drive hard to beat the other competitors, some only a third his age. I don't believe he is the oldest driver to win a Nationals in the PRO category, but very close as he will be 80 years young his next birthday, and I am sure a lot of the competitors he won over at DePue last week will tell you he drives like he was MUCH younger. This first story he related and I am posting here, has to do with the two persons who first discovered that the Konig engines even existed and what they did from that point.

The story starts just after WW II in occupied West Berlin. Al Bryant and Mather Hyatt were American GI's who stayed in Germany after the war. Mather Hyatt had a Sister back in the US who was married to Scott Smith, which of course made Scott, Mathers brother-in-law. Al and Mather had been GI's in Germany during the war, and after it ended they stayed in Germany working for the US government in some capacity. On their off time they would do sightseeing around West Berlin, and one day they were near a small lake in the area and happened to hear and see Dieter Konig testing one of his motors. Dieter at this time was about 16 years old. One thing that was most amazing to me as Ralph was telling the story, was that this meeting took place in 1947, which was only a year and a half/two years after Germany's surrender, and in just that short of time, the recovery of what could only be termed a "recreational" industry was already underway with the Konig factory turning out motors. For those of you who are not familiar, in addition to the racing motors, Dieter's father Rudolph also manufactured pleasure boat motors.

After becoming acquainted with Dieter from stopping and talking with him, both Al and Mather got interested in boat racing, and bought both boats and Konig racing motors and raced themselves in Berlin. During that time period they also became friends with Rudolph, Dieters father. In 1949, Al came back to the US to stay and Mather stayed in Berlin. Because of their friendship cultivated with Rudolph, they secured the US distributorship for the motors, and Mather handled the shipping of motors back to the US to Al from Germany.

Just being back in the US a short time and not fully established yet with a storage facility to store the motors and parts being sent over by Mather, Al, at the suggestion of Mather, contacted Scott Smith, ( Mather's brother-in law) who owned at the time a hardware store in Dallas, Ga. Scott agreed to furnish some space in his store and warehouse to them so as to provide a place for stocking motors and parts, and also a display area where they could be shown to the buying public. In addition to maintaining the stock of parts and motors, Al took care of all the customs paperwork associated with getting the motors imported into the US, and also during the same time handled the process of getting the motors approved by the two sanctioning bodies for racing here in the US, NOA and APBA, which was a full time job in itself at the beginning. The approximate time frame for these efforts by Al was the early to mid 1950's. Both NOA and APBA approved the motors for use in their respective alky burning categories, but the efforts to get the stock version of the motor approved by APBA were futile, as APBA would not approve the Konig for use in existing stock classes where they would compete against Mercury's, Champions, and other US made stock category engines. I am sure there was much political pressure brought to bear by the US engine manufacturers, and that story would be very interesting to hear if anyone knows the in's and out's of that battle. Based on recent happenings in the OPC Category over the last 30 years or so, it probably was a very similar situation as history tends to repeat itself in those type situations, no matter the contestants.

The first motors that were available to the public on a widespread basis (comparatively speaking) came over in 1955. By this time Al had discontinued his business relationship with the Konig factory as a distributor, and Scott Smith became the sole distributor for the United States, with Al retaining a dealership for the motors in the southeastern US. Dieter came to the US in 1956 and raced at both local and several National Championship races. He was also here to race in 1957 and 1961. More information on his success racing in the US during that time frame can be found in other posts in this thread.

Ralph also mentioned that in 1955 I think he said, he purchased 3 engines from Scott, an A, B, and C. Total purchase price for the three engines was $1500.00. That would make any current boat racer wish for the "good old days".

I will be talking to Ralph off and on until the UIM races in October in Florida, and then will spend some more time with him, so hopefully we will have the benefit of a few more stories about the early history of the Konig motor in the US. THANKS RALPH

[tim hanna]

This is truly remarkable, chapter and verse from the beginning!
As always I am overwhelmed by the effort that has gone into acquiring this history. I will certainly use it believe me.
I understand that the factory was able to get back on its feet relatively quickly as Dieter and Rudolf had access to a vast Luftwaffe repair facility having undertaken the manufacture of aircraft parts during the war. Although all their own machine tools had been destroyed by a 500 pound bomb that blew up the factory the gear they needed was lying around waiting to be liberated. Or so the story goes.
Dieter's wife Flo told me that during the worst of the bombing Dieter stayed in Berlin with his father and that when everybody else was diving for cover he would make his way onto the nearest roof to watch the mayhem.
I am up against a bit of deadline pressure as I want to get my book out - called The Kiwi On The Koenig' the idea is to have it out for Christmas.
One interesting aspect of the story has been the places where Koenig engines ended up. On Speedway tracks in cars and bikes, on the grand prix motorcycle circuit, on the backs of hydfros of course and in the air. When Father Goose took his first trainees South beside an ultralite he was powered by Koenig.
Anyway, as always, thank you for your trouble. I know it's a consuming interest for all of you and that gathering the history is something you would want to do anyway but I still really appreciate the effort.

[Bill Van Steenwyk]

Tim:

I hope you give the folks that have contributed to your knowledge that will be incorporated in your book some acknowledgement, as that is a common courtesy extended to this type effort by individuals you have gained information from, especially if it is used in a profit making venture.

I personally also hope you will offer the book for sale here on BRF, as I am sure some of the folks that are reading about and interested in Konig history, would probably like to have it, as would I.

[Master Oil Racing Team]

Bill Van.....you sound a little rude there.:) The gentleman has released to us here information about Konig I never heard before. He has obviously spent much time and research, and to me his book is more of a labour of love than a profit making venture. I hope it is wildly successful, but generally these types of books aren't on the NY Times list. Nonfiction racing books have limited appeal as books go. So being that I know you, I know you didn't mean it the way it sounded.:D But I don't want Tim to get offended at your remark thinking otherwise, because you obviously turned around and expressed great interest in owning his book.

That was some interesting stuff you learned from Ralph and thanks for taking the time to find out. I had something regarding Mather that I was told by Dieter, but I was looking for a particular photo first. You said you had a couple of stories from Ralph, so we are waiting for the other one.;)

[Bill Van Steenwyk]

Wayne:

As you indicated, no offense was intended. I only meant to point out that if someone gains something from someone else's effort, it is only polite to acknowledge that, as I thought I had noticed you point out sometimes when you post pictures.

Have you been outside in the So. Texas sun with your hat off too much lately? The only person I ever act like I intend to offend is you, but it never works because you know me too well.

Hope you make it to Lake Alfred in October.

[Bill Van Steenwyk]

On one of the trips that Dieter made to the US in 1957, he competed in races with the South Eastern Boating Association, which as Danny Piggot has pointed out in another thread, had some of the toughest competition you could find at the time.

A BBQ dinner and party was being held for the drivers the night before the race, and Dieter evidently had never eaten BBQ before, especially the kind smothered with hot, spicy sauce. He was served and started to eat, and suddenly without saying a word, got up from the table and carrying his plate with food on it, left for a short time. When he came back all the sauce was gone from the meat. Because it was so hot and he was not used to that type of spicy food, he just excused himself and went down to the beach and proceeded to wash the sauce off his meat in the lake. He then came back to the table and continued to finish the rest of the meal, without any comment. He evidently was trying to be polite and not offend those who were his hosts in this country by letting them know that the sauce was too hot for him to eat.

I only met him a couple of times here in the US, and once in Germany, but one thing that impressed me was his politeness and courtesy to others. He evidently was that way for his whole life, because about 15/20 years passed between the event related above and the times I met him, and it would seem that was a constant in his personality, at least when I was around him.

[tim hanna]

Hi guys,
As is so often the case I have to update and correct material as new bits and pieces come in.
The 'Aknowledgements' recorded at the front of the book are no exception and they keep growing. Naturally I will record every person who has helped and believe me I recognise that this is the least I can do.
As always the last contributions are wonderful. This book is written as a dramatic reconstruction and having such anecdotes gives me the colour the book needs as well as helping to keep the history straight.
So, thanks guys. I will record your help.

[Mad Cat]

Tim;;

You can count me in on a book too ! I was not able to meet Dieter, but I ran his engines for a short while !

Thanks, John Biagio

[Master Oil Racing Team]

Like you say Bill Van, Dieter was always very polite and courteous. Here are a couple of frames with you and Dieter at the Spandau course in Berlin. Check out the disco duds. This was May 1976. That was why you remembered the deal with David and Faye Westbrooks honeymoon sleeping arrangements at Jenny's house. You were there then.

As far as the difference between anecdotes and pictures go Bill Van, the main one is I've only bought and sold anecdotes with beer, whereas I've sold photos for actual cash.;):D And, my memory can change over time and stories can too, whereas my photos stay the same unless they fade. So it's much easier to claim proprietorship on a personal creation than a personnal recollection. Hope that explains it.:D

Man, I wish I could come to Lake Alfred, but Debbie and I are going to be in the District of Corruption at the Lincoln Memorial on August 28, and I can't get away again for the races.

[Gene East]

This is truly remarkable, chapter and verse from the beginning!
As always I am overwhelmed by the effort that has gone into acquiring this history. I will certainly use it believe me.
I understand that the factory was able to get back on its feet relatively quickly as Dieter and Rudolf had access to a vast Luftwaffe repair facility having undertaken the manufacture of aircraft parts during the war. Although all their own machine tools had been destroyed by a 500 pound bomb that blew up the factory the gear they needed was lying around waiting to be liberated. Or so the story goes.
Dieter's wife Flo told me that during the worst of the bombing Dieter stayed in Berlin with his father and that when everybody else was diving for cover he would make his way onto the nearest roof to watch the mayhem.
I am up against a bit of deadline pressure as I want to get my book out - called The Kiwi On The Koenig' the idea is to have it out for Christmas.
One interesting aspect of the story has been the places where Koenig engines ended up. On Speedway tracks in cars and bikes, on the grand prix motorcycle circuit, on the backs of hydfros of course and in the air. When Father Goose took his first trainees South beside an ultralite he was powered by Koenig.
Anyway, as always, thank you for your trouble. I know it's a consuming interest for all of you and that gathering the history is something you would want to do anyway but I still really appreciate the effort.

Tim,

I worked for Quincy Welding from 1962 to 1973, but I started racing as a pit crew member for Chambers Equipment Co. in 1958. I was 17 years old at the time.

Chambers was a Johnson dealership but we raced 2 "B" Mercurys, 1 "A" Mercury and 1 "A" Brand K .

I remember the crankplate on the flywheel of the "A" having the name KOENIG cast in it. I have been told by different people the spelling was always KONIG. I always knew they were wrong but didn't see the need to argue.

Thanks for confirming my memories.

[Bill Van Steenwyk]

Above quote was from Eileen when I showed her these pictures. I did not at all remember these pictures being taken. If you could print out these for me and send them to me next time your'e printing some, it would be much appreciated. I would like to include them with the other pictures from this trip we took.

Boy, was that a sharp looking outfit or what, and how about the guy in it!! Too bad from the looks of that shirt that the pictures were not in color.

[David Weaver]

Above quote was from Eileen when I showed her these pictures. I did not at all remember these pictures being taken. If you could print out these for me and send them to me next time your'e printing some, it would be much appreciated. I would like to include them with the other pictures from this trip we took.

Boy, was that a sharp looking outfit or what, and how about the guy in it!! Too bad from the looks of that shirt that the pictures were not in color.

....Dennis Hopper in those photo's or perhaps Dennis Hopper looks just like Bill Van!!

Wayne, you can always attend another day in the fields, the number of World Championships are limited!