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Glas V8
Glas V8
Glas V8
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Glas V8 (1966–1967)
BMW-Glas V8 (after July 1967)
Overview
ManufacturerHans Glas GmbH
Also calledGlas 2600
ProductionJuly 1966 – May 1968
666 built
AssemblyWest Germany: Dingolfing
DesignerPietro Frua
Body and chassis
Body style2-door coupé
LayoutFR layout
Powertrain
Engine
  • 1966–1967:
  • 2580 cc V8
  • 1967–1968:
  • 2962 cc V8
Transmission4-speed manual
Dimensions
Wheelbase2,500 mm (98.4 in)
Length4,600 mm (181.1 in)
Width1,750 mm (68.9 in)
Height1,380 mm (54.3 in) (loaded)
Rear

The Glas V8 is a V8-engined coupé produced by Hans Glas GmbH at Dingolfing. The car was first presented in September 1965 at the Frankfurt Motor Show, where it became nicknamed the "Glaserati" because of its Frua design, which shared many themes with contemporary Maseratis.

The V8 shared its wheelbase with the company's existing Glas 1700 sedan, resulting in long overhangs at each end which some commentators felt compromised the aesthetics of the striking design and the car's road holding.[1]

Development

[edit]

The manufacturer took the decision in 1964 to build on the popularity of the existing Glas GT and produce a six-cylinder GT coupé. The intention was later to add a sports saloon to the range based on the new coupé.

However, the company's finances were already precarious and to save on development costs it was decided instead to use the manufacturer's 1290 cc four-cylinder engine as the basis for a new V8 engine, which is why the size of the new engine, at 2580 cc, was precisely twice that of the existing engine. The engine had two overhead camshafts — one for each bank of cylinders — and these were driven using two cam belts.

The contract for the car's design again went to Frua of Moncalieri, with the proviso that as far as possible they should avoid the requirement to design new components where existing parts might be obtained from other manufacturers. The resulting design, therefore, featured, among its many “borrowed” components headlights from a Setra bus, window winder mechanisms from a Mercedes-Benz 230SL and the door locks of a Porsche 911. The bodywork was built by hand, with moving parts such as the doors and bonnets as well as the chrome trim stripe at top of the grille, being made to fit each individual body. All such parts thus carry the chassis number of each car and mean that they are not directly interchangeable between cars.[2]

The design presented at the Frankfurt Motor Show in September 1965 was seen as sensational, its similarity to the Maserati Quattroporte (another Frua design) earning the new Glas coupé the sobriquet “the Glaserati”.

2600 V8

[edit]

Following a familiar pattern with Glas new model launches, it was nearly a year later, in July 1966, that new V8s started to emerge from the Glas plant at Dingolfing. The 2580 cc engine produced a claimed maximum power output of 110 kW (150 PS; 148 hp), which was sufficient to take the full four-seater up to a maximum speed of 198 km/h (123 mph) where conditions on the country's rapidly growing Autobahn highway network allowed. Thanks to the hydraulic struts developed by Boge, this was the first production car in Germany to feature self-levelling suspension. Failure to match the targeted 200 km/h (126 mph) maximum speed were attributed to "problems" involving the carburetors.

BMW-Glas 3000 V8

[edit]
A BMW-Glas 3000 V8

By February 1966 Glas were running a prototype V8 with the engine bored out to 2982 cc (literally a doubled up version of the 1489 cc unit found in some versions of the company's Glas GT) and a three way carburetor. This version offered maximum power output of 118 kW (160 PS) and according to some sources now managed to top the 200 km/h (126 mph) maximum specified in the original brief for the car. In a 1967 test by Auto Motor und Sport, only 193.3 km/h (120.1 mph) was attained.[2] During 1966 a 3.2 litre engined version providing maximum power output of 129 kW (175 PS) was also under development, but 1966 was the year when the company's precarious finances drove a crisis that resulted, in September 1966, in a take-over by BMW. The 3.2 litre Glas V8 never entered production.

With the Glas model range now under the control of BMW, the Glas company's former rivals, production of the 2600 V8 Glas was ended in August 1967, (although the model continued to be listed until December). In September the 3000 V8 developed under Glas management the previous year appeared on the market, virtually unchanged, except that it carried a BMW badge on the bonnet/hood and was branded as the BMW-Glas 3000 V8. Production of this model ended in May 1968, however, and exactly a year after its appearance it was delisted in September 1968. In contrast with their treatment of the smaller Glas GT, BMW resisted any temptation to give the BMW branded BMW-Glas 3000 V8 a BMW style “twin kidney” grill.

Production

[edit]
Detail

When the car first appeared at the 1965 motor show, the projected price was a sensationally low DM18,000. By the time cars were available for sale, in 1966, the price was DM19,400, which was still seen as a very competitive price for a low-volume specialist GT. In terms of volumes, sources differ: According to Werner Oswald, the company produced 277 of the 2600 V8s with smaller engines and 389 of the more powerful 3000 V8s.[3]

Sources and further reading

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Glas V8

View on Grokipedia
from Grokipedia
The Glas V8 is a rare luxury coupé produced by the German automaker Hans Glas from 1966 to 1968, featuring an innovative overhead-camshaft derived from two inline-four units and an elegant four-seat design by Italian stylist . First unveiled as a at the September 1965 Motor Show, the car was nicknamed the "Glaserati" due to its Maserati-inspired styling, with production commencing in August 1966 under the designation Glas 2600 V8. Following BMW's acquisition of Glas in 1966, the model was updated and rebadged as the BMW-Glas 3000 V8 starting in September 1967, incorporating an enlarged engine and BMW roundel badging while retaining the Glas nameplate. A total of 666 units were built across both variants before production ended in May 1968, with the 3000 V8 serving as a transitional model until it was succeeded by the 2800 CS. The Glas 2600 V8 was powered by a 2,580 cc iron-block V8 with aluminum cylinder heads, single overhead per , hemispherical combustion chambers, a five-bearing , and three Solex carburetors, producing 150 hp (110 kW) at 5,800 rpm and enabling a top speed of 195 km/h (121 mph). The subsequent BMW-Glas 3000 V8 displaced 2,982 cc and delivered 160 hp (118 kW) at 5,500 rpm, with a top speed of 195 km/h (121 mph). Both versions utilized a unibody construction, independent front suspension, De Dion rear axle, and disc brakes, positioning the Glas V8 as a sophisticated competitor to contemporaries like the despite its modest production run.

Development

Concept and Origins

In the early , Hans Glas GmbH experienced significant growth amid West Germany's post-war economic boom, expanding from its roots in and small vehicles like the to a broader lineup of sedans and s, reaching a workforce of around 4,000 employees by mid-decade. This success, particularly with the 1963-launched Glas 1300 GT —a stylish halo model praised for its performance and design—encouraged the company to pursue higher-end offerings to elevate its market position. By 1964, Glas decided to develop a V8-powered as part of its strategy to transition from compact economy cars to the luxury segment, aiming to compete with established Italian brands like through a more prestigious, performance-oriented vehicle. To achieve this, the company commissioned Italian designer in 1964 to style the prototype, drawing inspiration from elegant Italian grand tourers such as the , resulting in a sleek, boxy that earned the "Glaserati" from the press. Frua completed the prototype by May 1965, marking Glas's first foray into V8 engineering and building on the underpinnings of the for cost efficiency. The concept debuted publicly at the Motor Show in September 1965, where it generated considerable interest as a bold step toward luxury grand touring, though Glas's limited capital posed challenges to realizing its ambitions.

Engineering Innovations

The Glas V8's represented a bold endeavor by Hans Glas , culminating in the creation of an all-new derived from the company's existing inline-four designs. Engineers combined two 1,300 cc four- units from the Glas 1300/1700 series, mounting them at a 90-degree angle on a shared cast-iron with aluminum heads to form a compact 2,600 cc V8, later enlarged to 3,000 cc. This configuration featured dual overhead camshafts—one per bank—marking an advanced setup for a European production of the era, with belt drive to the camshafts, each operating two valves per for the four cylinders in its bank. The result was a lightweight yet robust power unit, emphasizing smooth operation and high-revving capability suitable for a . A key innovation in the engine's design was the adoption of plastic timing belts to drive the overhead , building on Glas's pioneering work in the 1962 Glas 1004, which introduced the world's first mass-produced with such a system. These belts, reinforced for durability and quiet operation, replaced traditional metal chains for the camshaft timing, reducing noise, vibration, and maintenance needs while enhancing reliability in a high-performance application. Complementing this, the incorporated chain-driven auxiliary components for precise , further minimizing wear and contributing to the V8's refined character. This combination of belt and chain elements underscored Glas's focus on balancing innovation with practicality, setting a precedent for future overhead-cam engines in production vehicles. The chassis engineering prioritized superior handling and load stability for the , beginning with a front using double wishbones, coil springs, and telescopic shock absorbers. This setup provided precise wheel control and responsive steering, optimized for the car's grand touring dynamics. At the rear, a De Dion axle with radius arms and a was paired with semi-elliptic leaf springs, but the standout feature was the self-leveling hydropneumatic struts developed by Boge, marking the first such system in a German production car. These struts automatically adjusted under varying loads—such as with passengers or luggage—ensuring consistent handling and comfort without manual intervention. Braking performance was equally forward-thinking, with servo-assisted hydraulic disc brakes fitted to all four wheels, positioned close to the rear differential for improved cooling and modulation. This all-disc configuration, uncommon in mid-1960s European coupes, delivered strong and fade resistance, aligning with the V8's performance ambitions and enhancing safety in a rear-drive . Overall, these innovations positioned the Glas V8 as a technically sophisticated , blending in-house ingenuity with advanced suspension and braking solutions to rival established luxury competitors.

Design and Specifications

Body and Chassis

The Glas V8 featured a 2-door coupé body styled by Italian designer , characterized by a low-slung, elegant profile with flowing lines that evoked sophistication. Its curvaceous form, including a tapered roofline and subtle fender flares, earned it the affectionate nickname "Glaserati" due to visual similarities with models also penned by Frua, such as the Quattroporte. This design emphasized aerodynamic poise and aesthetic appeal, positioning the vehicle as a refined alternative to more angular contemporaries. The car's dimensions contributed to its balanced proportions: a length of 4,600 mm, width of 1,750 mm, height of 1,380 mm, and of 2,500 mm, resulting in a curb weight of approximately 1,350 kg. These measurements supported agile handling while providing sufficient space for grand touring duties. The underlying structure utilized a unibody construction for rigidity, complemented by hand-built body panels crafted by Italian coachbuilder Maggiora to ensure precise fitment and lightweight construction. The suspension consisted of independent front suspension and a De Dion rear axle with leaf springs, while braking was handled by four-wheel disc brakes. To enhance the luxury experience, components such as window winder mechanisms were sourced from the 230SL, adding a premium tactile quality to daily operations. Inside, the cabin was appointed with leather upholstery and wood trim accents, creating an upscale ambiance suited to extended journeys. The seating configuration accommodated four passengers comfortably, with supportive front buckets and a rear bench optimized for long-distance touring, underscoring the model's intent as a versatile . This further integrated the chassis design to prioritize driver engagement and ride refinement.

Engine and Performance

The Glas V8 featured an innovative single overhead camshaft (SOHC) per cylinder bank in its iron-block V8 engine with aluminum cylinder heads, marking one of the first production automotive V8s with this configuration for improved breathing and efficiency. The initial 2600 V8 displaced 2,580 cc and produced 110 kW (150 PS) at 5,600 rpm with 206 Nm of torque at 4,500 rpm, fed by three Solex 35 DDIS downdraft carburetors and a compression ratio of 9.2:1. This setup emphasized smooth power delivery suitable for grand touring, with the engine's compact design derived from pairing two inline-four units from the Glas GT series. In , the was enlarged to 2,982 cc for the 3000 V8 variant, boosting output to 118 kW (160 PS) at 5,100 rpm and to 235 Nm at 3,400 rpm while retaining the same fuel system and of 9.2:1. The increased displacement enhanced low-end pull without significantly altering the engine's character, allowing for refined cruising. Both versions utilized a toothed timing belt for drive, an advanced feature for the era that reduced maintenance compared to traditional chains. Power was delivered through a four-speed with floor-mounted shift, providing precise control and for balanced dynamics. The 2600 V8 achieved 0-100 km/h acceleration in approximately 10.5 seconds and a top speed of 195 km/h, while the 3000 V8 improved to 9.4 seconds and 195 km/h. Fuel economy averaged 15 L/100 km combined for the 2600 and 16 L/100 km for the 3000, supported by an 85-liter tank that yielded a practical range of around 500 km. These figures positioned the Glas V8 as a capable performer in the luxury coupe segment, blending V8 refinement with European agility.
VariantDisplacementPowerTorque0-100 km/hTop Speed
2600 V82,580 cc110 kW @ 5,600 rpm206 Nm @ 4,500 rpm10.5 s195 km/h
3000 V82,982 cc118 kW @ 5,100 rpm235 Nm @ 3,400 rpm9.4 s195 km/h

Models and Variants

Glas 2600 V8

The Glas 2600 V8 marked the debut production version of Glas's V8-powered , with customer deliveries commencing in July 1966 following its unveiling at the 1965 Motor Show. Production continued until early 1967, resulting in 300 units—all hand-assembled at the Hans Glas facility in , West Germany. Initially priced at DM 18,000, the 2600 V8 targeted European luxury buyers as an affordable alternative to established competitors like the and Mercedes-Benz SL, offering grand touring refinement at a competitive level. Distinguishing itself with original Glas badging and a standard 2,580 cc delivering 110 kW of power, the model pioneered full-production implementation of self-leveling rear suspension via Boge-Hydromat struts integrated with a de Dion axle, providing superior ride stability for a four-seat . This configuration underscored its role as the foundational iteration, showcasing Glas's engineering prowess in the luxury market prior to BMW's acquisition.

BMW-Glas 3000 V8

The -Glas 3000 V8 was launched in September 1967, bearing dual -Glas badging as the first Glas model produced under ownership following the acquisition of on , 1966. This updated variant built on the existing V8 platform, with the engine bored out from 2,580 cc to 2,982 cc for a 3.0-liter displacement, delivering 160 hp at 5,100 rpm and 173 lb-ft of at 3,400 rpm via a belt-driven SOHC design and triple-barrel . The model incorporated minor interior refinements, including revised for improved readability, alongside subtle integrations of BMW-sourced components to enhance overall quality and consistency with BMW's engineering standards. Retaining the Pietro Frua-designed coupe body, , and four-speed manual transmission of its predecessor, the 3000 V8 emphasized refined performance with a top speed of approximately 200 km/h. Production commenced in September 1967 and concluded in , with only 418 units assembled at the facility before discontinuation amid BMW's strategic shift away from Glas's niche offerings. This limited run underscored the model's transitional nature, acting as a short-term bridge to facilitate the absorption of Glas operations, including the transfer of manufacturing expertise and plant infrastructure to BMW's broader portfolio.

Production and Commercial Aspects

Manufacturing Process

The Glas V8 was manufactured at the Hans Glas facility in , , where low-volume production emphasized hand-assembly techniques rather than mass-production lines. The all-steel bodies were largely handmade by the Italian coachbuilder Maggiora in before being transported over the to Dingolfing for final assembly, including the integration of the , , and interior components. This process reflected the boutique nature of the vehicle, with skilled workers performing manual welding, fitting, and finishing to achieve the Frua-designed coupe's elegant proportions. The itself was assembled from modified components derived from two of the company's existing 1.3-liter inline-four units, sharing elements like cylinder heads while incorporating a custom block and heads for the 90-degree configuration. At the plant, engines were hand-built and mated to the four-speed and De Dion rear axle, with additional features such as the self-leveling rear suspension integrated during chassis assembly. This labor-intensive approach, involving precise manual adjustments for components like the carburetors and , underscored the artisanal quality but limited output scale. Production faced significant challenges, including supply chain disruptions from the cross-border transport of bodies and sourcing custom parts for the novel V8 block, which contributed to delays between the 1965 Frankfurt Motor Show prototype reveal and the start of customer deliveries in July 1966. These logistical hurdles, combined with the high costs of hand-fabrication, prevented the realization of initial low-volume efficiency goals. Ultimately, only 666 units were produced across both the Glas 2600 V8 and BMW-Glas 3000 V8 variants from 1966 to 1968, highlighting the model's status as a limited-run luxury rather than a high-volume offering. Of these, 277 were Glas 2600 V8 and 389 were BMW-Glas 3000 V8.

Market Reception and Sales

The Glas 2600 V8 debuted with an initial projected price of DM 18,000 at the 1965 Motor Show, but by the time production began in 1966, the list price had risen to DM 19,400, with minimal adjustments holding steady through 1967. This pricing positioned the V8 as a more accessible compared to Italian rivals like the , which commanded premiums exceeding DM 25,000, while still surpassing entry-level sports cars such as the 912. The subsequent BMW-Glas 3000 V8 saw further escalation to DM 23,848 by 1967, reflecting engine upgrades and BMW branding amid the acquisition. Sales of the Glas V8 were modest, totaling 666 units across both variants from 1966 to 1968, averaging approximately 222 units annually. Distribution focused primarily on , with the majority sold in , followed by limited exports to the and , where the Frua-designed body resonated with enthusiasts; exports beyond the continent remained negligible due to the model's niche positioning and Glas's limited dealer network. Critical reception in contemporary reviews highlighted the car's elegant Frua styling and smooth-running V8 powertrain as key strengths, with publications like Auto Motor und Sport and Classic & Sports Car praising its value as a refined offering Italian flair at a German price point. The modular DOHC V8, derived from paired four-cylinder units, was lauded for its refinement and adequate performance—reaching 121 mph with a 0-60 mph time of 11 seconds—making it a comfortable long-distance cruiser. However, testers critiqued its underpowered feel relative to more potent rivals like the 250SL, along with a firm, sometimes crashy ride from the short and de Dion rear suspension, plus early reliability concerns with the novel V8 technology and rust-prone handmade bodies. Low sales volumes stemmed from intense economic competition in the mid-1960s luxury coupe segment, where established brands like and dominated with superior brand recognition and dealer support, compounded by Glas's mounting financial strains ahead of the 1966 BMW acquisition, which disrupted marketing and production continuity.

Legacy

BMW Acquisition Impact

BMW acquired Hans Glas on November 10, 1966, amid the company's severe financial difficulties and accumulating debts, which had pushed it toward . The takeover, arranged with support from the state of , provided BMW with the Dingolfing manufacturing facility and access to Glas's engineering patents, including innovations in overhead camshaft timing belt technology. The acquisition notably provided BMW with Glas's pioneering toothed timing belt for overhead camshaft engines, which influenced designs like the M10 inline-four used in the 02 Series. Following the acquisition, Glas vehicles were rebranded as BMW-Glas starting in 1967 to align them with BMW's product identity. In the immediate aftermath, committed to sustaining Glas's existing production lines and dispatched engineers to the plant to oversee and improve manufacturing standards. The Glas V8 continued to be produced with only minor modifications under BMW oversight, such as enhanced quality checks, while BMW shifted strategic emphasis toward incorporating Glas's technical advancements into its own models, including the use of the expanded Dingolfing facility for producing components of the 02 Series sedans. This integration allowed BMW to leverage Glas's expertise in suspension systems and timing mechanisms for broader application in its lineup. The -Glas 3000 V8 variant, introduced in late 1967, featured a bored-out 3.0-liter delivering 160 horsepower, representing a brief evolution of the original design. Production of the V8 line concluded in May 1968 after 389 units of the 3000 V8 model, primarily due to persistently low sales volumes that failed to justify ongoing investment amid BMW's rationalization efforts. 's strategy focused on phasing out redundant Glas models to streamline its portfolio and prioritize core offerings, resulting in no direct successor to the V8 coupé. Overall, the acquisition secured BMW's access to Glas's V8 engine architecture and advanced suspension innovations, which indirectly influenced subsequent BMW engineering developments, such as the adoption of timing belt systems in later overhead camshaft engines.

Collectibility and Modern Interest

The Glas V8, with a total production of 666 units (277 Glas 2600 V8 and 389 BMW-Glas 3000 V8) between 1966 and 1968, is considered extremely rare today, with relatively few survivors worldwide, many held in private collections. Restoring these vehicles presents significant challenges due to the scarcity of original parts for the bespoke V8 engine and the Pietro Frua-designed bodywork, often necessitating custom fabrication by specialists. Enthusiast organizations such as the GLAS Automobile Club International e.V., with nearly 1,000 members globally, offer vital support through parts sharing, technical advice, and restoration resources. In contemporary automotive circles, the Glas V8 garners growing interest as an underappreciated "forgotten ," appearing at prestigious events like the Pebble Beach Concours d'Elegance and European classics such as Techno Classica Essen, where it highlights 1960s innovation including one of the earliest applications of belt-driven overhead camshafts. Media coverage in outlets like Petrolicious and Silodrome emphasizes its elegant Frua styling and engineering ingenuity, fueling discussions among collectors about overlooked German grand tourers. Culturally, the Glas V8 symbolizes the brief, ambitious independence of Hans Glas GmbH before its absorption by BMW, paralleling the fate of other innovative but short-lived marques like Iso Rivolta, whose grand tourers also blended European design with advanced powertrains amid financial pressures. Auction values reflect this niche appeal, ranging from €50,000 for project cars to around €90,000 for well-preserved examples, as seen in sales up to 2023.

References

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