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Video Germany 1
Video Germany 2
Video Germany 3
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Video Germany 5

Video 1968 Glas V8 3000
Video 1965 Glas 1700
Video 1964 Glas 1700 GT
Video 1962 Glas 1304
Video 1958 Glas Isar
Video 1957 Glas Goggomobil TS
Video 1955 Glas Goggomobil T

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Glas 1700

Glas 1700
EngineFour-cylinder in-line
Displacement, (bore * stroke)1670 cm³ (78,0 mm * 88,0 mm)
Compression ratio8,5 : 1
Engine controlOHC, toothed belts, rocker arms
Mixture preparationSimple downdraught carburettor, Start automatic
CoolingPressure circulation, 8.5 litres
LubricationPressure circulation, main flow filter, 3.2 litres
Torque135 Nm at 2500 rpm
Performance59 kW (80 HP) at 4800 rpm
Drive trainFront engine, rear drive
Front suspensionDouble wishbone
Rear suspensionRigid axle, leaf suspension
Brakes f/rDiscs/drums, servo (optional)
Wheels6.00 S - 14
Wheelbase2.500 mm
Turning circle11.000/11.400 mm
Length4.415 mm
Width1.610 mm
Height1.390 mm
Tank capacity57 litres
Payload434 kg
Kerb weight1.016 kg + driver
Maximum speed150 km/h
Purchase priceFrom 8,850 DM
Year of manufactureFrom 1964
Electric system6 V/ 77 Ah

The Italian designer Pietro Frua, who was friendly with Glas, actually designed this car for Borgward, allegedly for the sum of DM 250.000. Due to their bankruptcy, it never went into serial production, indeed with certain changes, it then appeared two years later at the 1963 IAA as the Glas 1500.

Father Glas and his son thus ventured the step into the manufacturing of mid-range cars, a market which at this time, was bitterly contested in Germany. Their price wasn't actually low either, but it was tightly calculated. The engine however, had to offer 1,7 litre. The car costs DM 1000 more than an Opel having the same capacity but had a higher performance.

The BMW 1800 on the other hand, was DM 1000 more expensive. Compared with this, it was somewhat more filigree. However, compared with the BMW, it had the disadvantage of having less space, particularly as far as the luggage compartment was concerned and more so, because of its outdated rear axle construction.

To counteract against the BMW 1800 TI, they even brought out a 1700 TS, a sign that the engine had more in reserve. After all, in 1965 the company did win the German Touring car Championship circuit race. Astonishing was, that the engine achieved the same performance as BMWs 100 cc bigger engine, indeed, the stroke and the average piston-speed were greater.

Something that didn't fit in with the Italian design, was the imitation wood used in the dashboard, unfortunately this was widely used at the time, e.g., also in the BMWs. The lack of round gauges didn't do anything to achieve the desired sports car image. A small glove compartment and finishing defects increased the negative impression.

The quality of driving in the car was a completely different story. One felt well accommodated with an unequalled all round view and the car could be handled almost lighter than the BMW. The engine and gearbox supplied quick progress effectively. Only the clutch seemed to be somewhat sluggish.

Unfortunately sometimes the sports car image is contra-productive to having good touring properties. This starts with the too shallow luggage compartment, then went on to the wind noises, the noisy engine, the lack of elasticity and ended with the suspension comfort, which was typical for leaf-sprung rear axles. Alfa Romeo e.g., could perhaps manage this a bit better. 04/15               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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