Modelle GLAS 1300 GT / 1700 GT English


Wiking 1:87

Seit Ende 2011 bietet Wiking den GT als Coupé und als Hardtop-Coupé an.



HSA (Herrler) 1:87

Vielleicht gibt es von Herrler noch GT Modelle. Einfach mal nachfragen:
modellauto1:This email address is being protected from spambots. You need JavaScript enabled to view it.


Tin Wizard 1:43

Ein schweres Metallmodell ist der GT von Tin Wizard. Verkauft wird er in blau oder grau für knapp 100 €. Wer Interesse hat, schaut hier: www.tinwizard.de




NEO 1:43



Günstiger sind die Modelle bei NEO. Es gibt das Coupé und das Cabrio, jeweils in verschiedenen Farben.

Prospekte GLAS 1300 GT / 1700 GT English

Auch hier fing alles mit einem einfachen Din A 4 Blatt an. Am informativsten waren natürlich die mehrseitigen Broschüren.

Wurde auf der IAA 1963 verteiltWurde auf der IAA 1963 verteiltDie italienische AusführungDie italienische Ausführung




Diese Ausgabe war dem Wagen angemessenDiese Ausgabe war dem Wagen angemessen                                                      



Eine fast schon luxuriöse AusgabeEine fast schon luxuriöse AusgabeProspekt für den englischsprachigen RaumProspekt für den englischsprachigen Raum


                                                                     Und als BMW im Hause GLAS das Sagen hatte
                                                                      erschien die Anzeige "Un-Bekanntheitsgrad":
                                                                             

Farben/Preise GLAS 1300 GT/ 1700 GT English



Farbkarte 1964Farbkarte 1964  

Farbkarte GT 1967 Farbkarte GT 1967

Die Preisliste für GLAS 1300 GT/ 1700 GT


Preisliste 1966Preisliste 1966


Glas GT Purchase Advise

Glas GT in condition 5Glas GT in condition 5The GLAS 1300 GT or 1700 GT is next to the Goggomobil one of the most desired models produced by GLAS. The pretty coupe with its body designed by Pietro Frua was very popular in the 60s and not everyone could afford it at a price between 11,600 and 13,850 German Marks.

The dashboard with its six gauges inspired everyone who sat behind the steering wheel. The 1300 GT Coupe started to be delivered in early 1964 to customers. A year later the GLAS 1700 GT followed. Which one is now the better car is in the eye of the beholder. Visually, the cars are identical, only the engine differentiates the two. The short stroke GT 1300 ,convinced with a high-revving to nearly 7,000 RPM. The square engine with a 75 mm bore and a 75 mm stroke ran smooth as silk and had its strength in the upper rpm range.

The long-stroke engine of the 1700 GT had totally different characteristics. It draws its power at the bottom end of the RPM range and revs only to 5,800 RPM.

Despite the live rear axle, the ride is surprisingly good and is, regardless of what engine is installed, a lot of driving fun.

The convertibles are very rare, since only 363 cars were built and today only about 120 are known to have survived.

Cars in good condition are seldom seen on the market, only when someone is done with his or her hobby, or has died, chances for a decent specimen are good.

Body

Surprise in the door sill areaSurprise in the door sill areaBelow the A-pillarBelow the A-pillarThe bodies were obtained from Pietro Frua in Italy and were transported by the trucking firm Strasser over the Brenner Pass to Dingolfing. At that time rust prevention was barely known and therefore the first rust was already in the body shells before they arrived in Dingolfing. Almost all vehicles, at the rear of the front fender below the A-pillars, rocker panels with adjacent floor panels and the rear wheel arches, are infested with the brown plague. The door sills are reinforced inside with several steel profiles, so their condition cannot be just judged by looking at the rocker panels. This is especially important on the convertible. Even the lower front valance below the front bumper and the bumper mounts are often infested by rust.

The rest of the body is generally in fair condition.

inside the door sillshould not look like thisinside the door sillshould not look like thisalso the rear wheel arches are mostly rusted throughalso the rear wheel arches are mostly rusted through













Drive train


There are many stories about problems with the engine's timing belt or the rocker arm guides, but with today's materials, there are almost no more problems. Of course maintenance and care history of the engine is important. The valve must be adjusted correctly and condition of the timing belt must be checked regularly.

But we must remind ourselves that the vehicle is almost 50 years old and that material fatigue can be a factor.

The Getrag transmission is usually not a problem only the 2nd gear synchros are prone to fail. For the optional 5-speed manual gearbox there are no more parts available.
The front suspension consists of many individual parts. After nearly 50 years the rubber parts are worn out, but new replacement are available.
The rear axle and drive shaft have proven to be very robust and gave no problems. The same goes for the brakes.

Interior

Checking the interior, one should pay attention to a good condition and completeness. Good used parts are still around and if needed a good upholstery shop can help.

Spare parts situation

The spare parts situation for the GLAS GT is with the Goggomobil one of the best. Many GTs are being restored therefore many parts are being re-manufactured. As for the drive train, there are almost no problems in getting parts. Thus, for engine and chassis, new parts are available. Also clutches and exhaust systems are available as new parts.

It is different however for the sheet metal parts. Unfortunately there are no front fenders and you have to make do with repair patches. Floor panel sections and rocker panels are available. Likewise, rear side panels and other smaller sheet metal parts are around.

Reproduction stainless steel bumpers and windshields are newly available. Also many club members offer good used parts that you certainly can use.

Conclusion

The better buy is the car with the better body because the body work is labor intensive and therefore expensive. But usually one does not have a choice and end up with a car in condition 5. Here an original, as much as possible complete vehicle without previous tinkering or modifications would be the top choice. So far, no car due to the lack of parts has not been finished. The willingness to help is great in the club and the club management and with the technical advisors you always have the right person.

For good vehicles, one has to pay today between 20,000 and nearly 30,000 Euros. Cars needing a full restoration sell between 2,000 and 5,000 Euros. This depends on the condition and whether the car is complete. Here, too, the same advice applies, that the cheapest offer is not necessarily the best.

History Glas 1300 GT / 1700 GT

A thoroughbred sports car

Official press photo at the IAA 1963Official press photo at the IAA 1963The GLAS 1300 GT celebrated its debut at the 1963 IAA and the experts can't get enough of it. GLAS managed to hide the coupe from the press until the opening of the IAA. Known was only that GLAS would introduce a new four door sedan.
In collaboration with the designer Pietro Frua, GLAS put together a car that showed spirit and class and which the public declared as the highlight the IAA. The GLAS GT coupe and convertible with a 1300 cc and 85 hp motor thrilled hundreds of thousands spectators which crowded the GLAS stand.
Production of the 1300 GT started in March of 1964. The 85 hp motor accelerated the car which had a curb weight of 830 kg to 175 km / hr. With this performance it was even with the 1600 cc Porsche, but with its base price of 11,600 German Marks no bargain.



Presentation GLAS 1300 GT at the IAA 1963Presentation GLAS 1300 GT at the IAA 1963The body shells are built by Pietro Frua near Turin, Italy. Dingolfing finished the assembly including painting and installation of motor and drive train.
Italian lines with German technology was the slogan which was heralded and which finally ascended GLAS to a serious competitor in the automotive industry.







In 1965, the 1700 GT was added, which with its 100 hp and an 8.4 kg / hp was even more spirited. GLAS simply followed the modular design principle and installed the engine of the GLAS 1700 TS Sedan into the spirited coupe. Since this motor was taller, the previously smooth hood now required a hood scoop which made the car look even sportier. From 1965 on, this hood was then also used on the 1300 GT.


in 1965in 1965Presentation GLAS 1700 GTPresentation GLAS 1700 GT


 GLAS 1300GT GLAS 1300GT Very attractive GLAS 1700 GT ConvertibleVery attractive GLAS 1700 GT Convertible

Production was halted in August of 1967 and BMW started in June of 1967 with the production of the BMW 1600 GT.


Glas GT Restoration

The Unwanted 2nd Restoration

Actually, I hadn't wanted to do so much work again, but things don't always turn out the way you think.
I've had the GT Cabrio since 1983. After a little work to get it in good driving condition, I took it to a meet in Ibbenbueren for the first time. Spurred on by the beautiful cars I saw there, I began to take my car apart and repair it. It would have been an exaggeration to even call this a "restoration," considering my skill and ability. This went on until 1993 when I registered the car. Since then, I've driven it almost 100,000 km. In the meantime, I replaced the 1300 motor with a 1700 motor I had freshly rebuilt, since the original documents and vehicle identification number indicated this was actually a 1700 GT.
It came time for the TÜV (Technical Inspection Agency) inspection in 2011 and the car was examined. I passed the inspection again, since only some light bubbles on the A-pillar and a tiny bit of rust on the B-pillar were detected. Actually, the car still looked pretty good. It was only out of curiosity that we opened up a little piece of the rocker panel and found out that rust, or better yet, a horror, was lurking in the shadows.
After a long time spent deliberating, I finally brought myself to begin the work in October 2011. This time I was going to have to do it in an orderly way or this would be the last time for me.
All the chrome pieces, the roof, the seats, and the carpet were removed. The rusted parts were taken out piece by piece. I already had some chrome parts on hand, and obtained the hard to get parts. I had to make the things that weren't available by myself, for example, the entire area behind the B-pillar. First, I had to draw some paper stencils, then cut out some generously-sized pieces from a sheet metal panel, then bend or form them as needed into the correct shape, and then fit them into place. The rear side parts, exterior and interior rocker panels, the reinforcement behind the A-pillar, repair panels for the front fenders, pieces of the floor panels, and the inner rear fenders were already available.

 

         These panels were already available   These panels were already available    Here are some of the self-made panels tooHere are some of the self-made panels too
I approached it in the following way: the door cut-outs and each detached part were measured, then the available or the newly made parts fitted, and then spot welding and welding were completed. After that, the restored sections were coated with rustproof primer. Holes were drilled for later inspections and, in the case of the box sections like the rocker panels, then filled with wax and plugged with rubber. We slowly began the preliminary work from front to back, first on the left side of the car, then on the right.

        Door removed   Door removed    Chassis stabilizationChassis stabilization

All the chrome pieces, the headliner, the seats, and the carpets were taken out. Then the door was removed and the chassis stabilized. This is especially important, otherwise the entire car will warp or buckle. And this is not only the case for a cabrio when you see all the load-bearing parts that had to be replaced.

                           Stripped down!Stripped down!

 

 


 

 

The A-pillar area

      Not much is recognizable at the left A-pillarNot much is recognizable at the left A-pillar

      At the right, it looks awful in the A-pillar area    At the right, it looks awful in the A-pillar area     Left A-pillar with new partsLeft A-pillar with new parts

The first sign of damage was in the inner rocker panels. The entire panel to the frame girder had to be taken out.

     All the metal up to the frame girder had to be removed     All the metal up to the frame girder had to be removed      At the right you can see how much metal was removed At the right you can see how much metal was removed

     The A-pillar was also removed.     The A-pillar was also removed.      On the right side, the battery bin had to be rebuiltOn the right side, the battery bin had to be rebuilt

     Left inner A-pillar weldedLeft inner A-pillar welded     A-pillar installed, and a piece of the fender panel fitted inA-pillar installed, and a piece of the fender panel fitted in

 

Rocker panel area, floor panel, and interior
The rocker panel area is the second critical location. Several panels run together here. Rust prevention was almost nonexistent in the sixties. Therefore, you'll encounter many a surprise here. The exterior rocker is often intact, but behind it is only rust!

 

    Rust is everywhere  Rust is everywhere Rocker panel from the insideRocker panel from the inside

    The way it usually looks!   The way it usually looks!   The interior rocker panel is rotted out tooThe interior rocker panel is rotted out too

                                                      The interior rocker panel is rotted out tooThe interior rocker panel is rotted out too

   New floor panel installed    New floor panel installed     The reinforcement panel is an available as a  reproduced partThe reinforcement panel is an available as a reproduced part

   The bare reinforcement panel is only on the Cabrio    The bare reinforcement panel is only on the Cabrio     Fitting the external rocker panelFitting the external rocker panel

   A lot of welding is necessary    A lot of welding is necessary     Finally everything has to be sanded downFinally everything has to be sanded down     

   Seat railsSeat rails    At the end everything is sealed tightAt the end everything is sealed tight

After the floor panels and rocker panels are welded in, the seat rails can be welded in too. There are two different rails for each seat. One has the upper piece and the bottom piece welded together. These have to be taken out from the car floor and then welded in again. The other rail comes in two parts. The bottom piece can be obtained as a reproduced part and is welded to the floor panel. Two M6 nuts have to be welded on top of this rail. The upper piece gets screwed into those. This way the width of the seat rails can be adjusted.
Here is a schematic for the structure of the rocker panels for the coupe and cabrio. On the cabrio only, this area is reinforced with extra panel. Many of these panels are available as new reproductions so they don't have to be laboriously made by hand. The following parts are available:
Inner rocker panel
Outer rocker panel
Step panel
Slant mounted perforated plate

Key:
Innenschweller: Inner rocker panel
Aussenschweller: Outer rocker panel
Tuergummi: Door molding
Schwellerzierleiste: Rocker panel trim strip
Bodenblech: Floor panel
Rechteckprofil: Rectangular profile
zusaetzliches Versteifungsblech mit Sicken: Additional reinforcement panel with beading

 Rotted out beneath the rear seat bench too    Rotted out beneath the rear seat bench too    The panel behind the seats was made by handThe panel behind the seats was made by hand


Durchgehende Stehblech 1.5 mm stark: Continuous vertical plate 1.5 mm strong                                                   WeldedWelded

 

 


 

 

The B-pillar
The B-pillar area is often underestimated during restoration. Most of them don't have any bubbles that would be evidence of rust coming through. But as you can see in the photos, the rust that is accumulating behind the bottom panel can't be ignored.
Unfortunately, there aren't any panel reproductions for this area available. Therefore, you have to draw some paper stencils. cut out some ample-sized panel pieces, bend or shape them into the correct form, and then fit them into place.

 

B-pillar areaB-pillar area   

The B-pillar is already rebuilt    The B-pillar is already rebuilt     The reproduced step panel needs to be lengthened.The reproduced step panel needs to be lengthened.

The rear side piece
After we rebuilt the B-pillar, the rear side piece came next. A typical weak point is the wheel housing, where the inner fender and outer fender are welded together. Water tends to collect in there and rust forms quickly. There's hardly a GT that doesn't have this problem.
Since we had gotten a new inner fender and side pieces too, the entire side piece was taken off.

 

      Slightly rusty inner fender.Slightly rusty inner fender.    The inner fender is detached here.The inner fender is detached here.

      New inner and outer fendersNew inner and outer fenders    The fender goes from the B-pillar to the rear hood panelThe fender goes from the B-pillar to the rear hood panel

      Spot welding on the panelSpot welding on the panel    The left side is finished.The left side is finished.

 

The front fender

Finally, the front fender was welded back on.
Front fenders are unfortunately not reproduced due to cost considerations. There are various panels available that can be formed into fenders, but that demands handwork with great skill. It's hard to get an exact fit from these parts too. In the case of a fender that is not fully rusted out, you can use one of the readily available A-pillar panels to make panels from, as can be seen in the photo. At the least, the fender part behind the A-pillar should be cut out.
We cut out the rusted parts and replaced them with new panels that we made ourselves. The critical places can be easily seen in the photos. To sum up, old fenders should be salvaged as much as possible.

 

 

 

     Left fender with reproduced panel    Left fender with reproduced panel     Right fender with reproduced parts already ground downRight fender with reproduced parts already ground down

       This repair panel is available.This repair panel is available.

                                                       The front crossbar The front crossbar

   Caulked front inner fender   Caulked front inner fender    Caulked floorCaulked floor

     Finally painted!Finally painted!

     

In early February 2012 the auto was shown, in half-finished condition, at the Bornemann Fahrzeugtechnik Company stand at the Bremen Hall. A lot of club members were astounded at the progress of the work.
For example, it could be seen how the overlapping panels were spot welded into pre-perforated holes. and how panels that abutted to one another were layered and welded step by step, all the while ensuring that they remain distanced far apart from one another to reduce the heat and minimize the warping of the parts. Finally, the weld seam was tin coated.
Putty was removed from all areas that showed a thick build-up of it. The surfaces were finely and neatly beaten out, for example, on the front fenders and the hood. This was met with astonishment at the workshop, since nobody does this because it's too expensive and time-intensive. Instead, putty is simply applied and the job finished. Finally, the right side and the front closure under the radiator grill were rebuilt and the car was sent to the paint shop, where only a little new putty had to be applied thanks to my painstaking preparation.
The re-installation of all the parts went relatively fast. Almost all the entire wiring harness was rebuilt. The car was finished in time for the Glas Club meeting in Switzerland and it was actually hard to tell any difference from the way it looked before except for the estimate that I got in fall, which put its value twice as high as before.
Up to now, other than in Switzerland, I've been to the historic 24 Hours of Le Mans, and I'm so happy the car is OK again.
I don't know if I would have done this if I had already known everything that it would involve. But now I'm very happy that I brought myself to do it.

Joachim Bomba, with additional information from Uwe Gusen

Translation in English: David Rives

 

 

 

 

 

GLAS GT

This coupe was not only elegant and relative affordable, it was also very potent and is considered the most successful design of all automobile models coming out of the GLAS stable.
The 1300 GT was introduced in September of 1963 at the Frankfurt Automobile Show. Frua in Turin, Italy, responsible for the design was also contracted to manufacture the bodies. The 1300 GT was produced between March of 1964 until September of 1967 and the 1700 GT from May 1965 until September of 1967. Altogether only 5,378 GTs were built including the 362 convertibles. Out of those two thirds were 1300 and one third 1700 GTs. In Germany the cars were priced between US$2,900 and US$3,460. The price for the convertible was about US$250 more than a coupe with the same options.
Officially nearly three hundred GT coupes were exported into the USA. It was offered in the USA for US$3,785.





GLAS 1300 GT
early 1300 GTearly 1300 GT
Coupe, 2+2 seating (also 2 door convertible), 4 cylinder, 4 cycle inline water-cooled motor, 1290 cc, 75 DIN Hp (since Sept. 1965: 85 Hp), two 35 RH side draft carburetor by Solex, 4-speed manual transmission (also available with a 5-speed manual transmission), single disk dry clutch, rear wheel drive with split drive shaft, all steel unibody construction, independent front wheel suspension and fixed rear axle with leaf springs and Panhard stabilizer link, hyd
raulic disk brakes up front and drum brakes in the rear, 6 volt electrical system, length: 4055mm, width: 1550mm, height: 1280mm (Convertible: height: 1350mm), wheelbase: 2320mm, track: 1260mm in front and 1200 at the rear, tires 6,25 S – 14 (since Sept. 1965 155 SR 14), curb weight: 900kg (Convertible: 940kg), GVWR: 1200kg, top speed: 170km/h (with the 85 Hp motor: 174km/h), fuel consumption: 10.5 Liter/100km, tank capacity: 55 liter

GLAS 1700 GT


Coupe, 2+2 seating (also 2 door convertible), 4 cylinder, 4 cycle inline water-cooled motor, 1682 cc, 100 DIN Hp, two 40 RH side draft carburetor by Solex, 4-speed manual transmission (also available with a 5-speed manual transmission), single disk dry clutch, rear wheel drive with split drive shaft, all steel unibody construction, independent front wheel suspension and fixed rear axle with leaf springs and Panhard stabilizer link, hydraulic disk brakes up front and drum brakes in the rear, 6 volt electrical system, length: 4055mm, width: 1550mm, height: 1280mm (Convertible: height: 1350mm), wheelbase: 2320mm, track: 1260mm in front and 1200 at the rear, tires 155 HR 14, curb weight: 920kg (Convertible: 960kg), GVWR: 1200kg, top speed: 183km/h, fuel consumption: 12 Liter/100km, tank capacity: 55 liter

 

                                  

                        GLAS 1300 GT were also delivered to the USAGLAS 1300 GT were also delivered to the USA

Historie GLAS 1300 GT / 1700 GT

Ein Vollblut-Sportwagen

feiert mit dem GLAS 1300 GTOffizielles Pressefoto 1963 auf der IAAOffizielles Pressefoto 1963 auf der IAA auf der IAA 1963 seine Premiere und die Fachwelt kommt aus dem Staunen nicht mehr heraus. GLAS schaffte es, das Coupé bis zur Eröffnung der IAA vor der Presse zu verbergen. Bekannt war nur, dass GLAS eine viertürige Limousine vorstellen wollte.
In Zusammenarbeit mit dem Designer Pietro Frua hat GLAS ein Auto realisiert, das Klasse und Rasse hat und vom Publikum zum Highlight der IAA erklärt wird. Der GLAS GT als Coupé und Cabriolet mit 1300 ccm und 85 PS begeistert Hunderttausende. die dichtgedrängt den GLAS-Stand besuchen.
Im März 1964 läuft die Produktion des 1300 GT an, der 85 PS hat und mit einem Leergewicht von 830 kg den Wagen bis 175 km/h beschleunigt. Damit ist er dem 1600 ccm Porsche Ieistungmäßig ebenbürtig, aber mit 11.600,- DM auch kein Sonderangebot.

Vorstellung  GLAS 1300 GT auf der  IAA 1963Vorstellung GLAS 1300 GT auf der IAA 1963Über Pietro Frua werden in der Nähe von Turin auch die Karossen hergestellt. In Dingolfing erfolgt der Einbau der Technik.
Italienische Linie mit deutscher Technik, das ist eine Synthese die ankommt und GLAS endlich zum ernstzunehmenden Konkurrenten in der Automobil-Industrie aufsteigen lässt.









1965 kommt der 1700 GT, der mit 100 PS und 8,4 kg/PS noch temperamentvoller ist. GLAS hat dabei einfach das Baukastenprinzip verfolgt und den Motor der GLAS 1700 TS Limousine in das rassige Coupe eingebaut. Da dieser Motor ein Langhuber ist, war auf der bisher glatten Motorhaube eine Hutze erforderlich, die dem Wagen noch sportlicher erscheinen ließ. Diese Haube wurde dann ab 1965 auch für die 1300 GT übernommen.


Vorstellung GLAS 1700GTVorstellung GLAS 1700GT                               im Jahr 1965im Jahr 1965



Sehr attraktives GLAS 1700 GT CabrioSehr attraktives GLAS 1700 GT Cabrio                            GLAS 1300GT GLAS 1300GT


Im August 1967 wird die Produktion eingestellt und BMW startet ab Juni 1967 mit der Produktion des BMW 1600 GT.






GLAS 1300 GT / 1700 GT

Dieses Coupé war nicht nur elegant und verhältnismäßig günstig, sondern auch noch sehr leistungsfähig und gilt als das bestgelungene Modell unter allen von der Firma GLAS herausgebrachten Automobilen. Vorgestellt wurde der 1300 GT auf der Frankfurter Automobilausstellung im September 1963.
Gebaut wurde der 1300 GT von März 1964 bis September 1967 und der 1700 GT von Mai 1965 bis September 1967. Es wurden insgesamt 5.376 Wagen inklusive 363 Cabriolets gebaut. Davon waren etwa zwei Drittel 1300 GT und ein Drittel 1700 GT. Die Preise lagen zwischen 11.600,- DM und 13.850,- DM. Der Preis des Cabriolets lag um 900,- DM höher, als der des vergleichbaren Coupés. Auf Wunsch wird das Cabriolet auch mit einem hochwertigen Hardtop geliefert.

                      

 

GLAS 1300 GT

GLAS 1300 GT frühe AusführungGLAS 1300 GT frühe AusführungCoupé , 2+2 Sitze (auch: Cabrio, 2 türig), Vierzylinder-Viertakt-Reihenmotor mit Wasserkühlung, 1290 ccm, 75 PS (ab Sept. 1965: 85 PS), 2 Flachstromvergaser Solex 35 RH, Vierganggetriebe (auch mit Fünfganggetriebe lieferbar), Einscheibentrockenkupplung, Hinterradantrieb mit geteilter Kardanwelle, Selbsttragende Ganzstahlkarosserie, Einzelradaufhängung vorne und Starrachse mit Blattfedern/Panhardstab hinten, Scheibenbremsen vorne und Trommelbremsen hinten, 6V-Anlage, Länge: 4055mm, Breite: 1550mm, Höhe: 1280mm (Cabrio: Höhe: 1350mm), Radstand: 2320mm, Spurweite: 1260mm vorne + 1200 hinten, Bereifung 6,25 S - 14 (ab Sept. 1965: 155 SR 14), Leergewicht: 900kg (Cabrio: 940kg), zul. Gesamtgewicht 1200kg, Höchstgeschwindigkeit: 170km/h (mit 85 PS: 174km/h), Verbrauch: 10,5 Liter/100km, Tankinhalt 55 Liter


 

GLAS 1700 GT


Coupé , 2+2 Sitze (auch: Cabrio, 2 türig), Vierzylinder-Viertakt-Reihenmotor mit Wasserkühlung, 1682 ccm, 100 PS, 2 Flachstromvergaser Solex 40 RH, Vierganggetriebe (auch mit Fünfganggetriebe lieferbar), Einscheibentrockenkupplung, Hinterradantrieb mit geteilter Kardanwelle, Selbsttragende Ganzstahlkarosserie, Einzelradaufhängung vorne und Starrachse mit Blattfedern/Panhardstab hinten, Scheibenbremsen vorne und Trommelbremsen hinten, 6V-Anlage, Länge: 4055mm, Breite: 1550mm, Höhe: 1280mm (Cabrio: Höhe: 1350mm), Radstand: 2320mm, Spurweite: 1260mm vorne + 1200 hinten, Bereifung 155 HR 14, Leergewicht: 920kg (Cabrio: 960kg), zul. Gesamtgewicht 1200kg, Höchstgeschwindigkeit: 183km/h , Verbrauch: 12 Liter/100km, Tankinhalt 55 Liter

                                   GLAS 1300 GT in den USAGLAS 1300 GT in den USA