With the introduction of the Mammut, Friedl Münch flew head first against conventional wisdom. In retrospect, he could be considered a visionary. Just a few short years after the prototype Mammut was viewed by the motorcycling press in February of 1966, the across-the-frame four cylinder arrangement was commonplace. The modern motorcyclist now became a power junkie as manufactures played Superbike leap-frog, vying for top honors.

The Superbike. Enthusiasts around the world love to debate; which was the first? One vote for the Münch Mammut, which in German stands for "Mammoth" or giant. The air-cooled, SOHC powerplant was sourced from a firm with deep motorcycling roots: NSU. Profoundly devoted to the idea of a revolutionary direction, it was not unnoticed by Münch that the exclusive offerings from BMW and Harley Davidson had survived the maelstrom caused by the sub-compact automobile. The prototype cradled its huge engine in a Norton Manx type frame -conceived by Münch himself- and many special parts, like a electron-alloy rear fender/seat structure and other special castings. It offered the kind of performance that had only been dreamed of. With respect given to drag racer E.J. Potter, it was something many had never seen or imagined seeing. A super sized, super fast motorcycle of demanding proportions. Das Superbike!

Described warmly by moto-scribe Jon Thompson as a "smiling gnome with micrometers for fingertips" (A Gathering of the Clan, Cycle World Dec 1989) Münch grew up in his fathers Horex dealership, developing a love for the brand that would never fade. Münch served in the motor pool during WWII until his capture by Allied forces, escaping incarceration by serving as a aircraft mechanic. After the war Münch returned to his father's business, setting up a workshop in the basement while taking mechanical engineering and electronics courses at the Christani Training Center in Konstanz. He was hired by Horex, heading several landmark projects including the first "Münch Special" based on, but looking nothing like a Horex 500cc single. When Horex signed-off late in the '50s Friedl purchased the inventory and tooling, offering Horex and specialized racing parts. The best known of these was his highly effective double shoe drum brake, the industry leader in performance and quality up to, and even after the emergence of the hydraulic disk brake in the late 1960s.

A few words about the prototype before we continue. A grant from Jean Murit, a wealthy Frenchman funded the first, nicknamed the Mammut by the press upon its introduction. Münch toiled a solid year, including nights and weekends to finish the machine. The name was actually protected under German copyright laws, so the designation of "TTS" was used instead. Upon completion, Münch convinced Murit to delay shipment of the bike to France so he could show it to officials at NSU in Neckarsulm. NSU General Manager Dr. G.S. von Heydekampf and Ing. Viktor Frankenberger were thrilled. "The fastest German motorcycle uses a NSU engine!" A special relationship was thus established between NSU and Friedl Münch. This would prove to be a cornerstone for the production of Münch motorcycles, for not only could a supply of engines be counted on but special parts and performance pieces as well.

Thanks to Perry Bushong from BMW of Forth Worth we have a feature bike. Bushong, who owns and cares for the stunning 1973 TSS-E featured here, freely confesses his admiration for German exotics. An affliction that began many years ago while living there. "There is no such thing as a production Münch Mammut" reveals Bushong. "Every machine was a special order. If the customer didn't have a preference Friedl would build the bike as he saw fit.” For example, the first fourteen used hand-beaten alloy units, the next thiry or so fitted with fiberglass tanks. “Mine has a steel Beckmann tank, with a capacity of nearly nine gallons. There is no such thing as a 'standard' Münch Four. No two are alike."

The legend of number 246:
Helmut Bickenbach, an employee at Ford Motor Company in Germany ordered frame # 246, specifying the 1200cc. NSU unit bored to 1286cc's. This engine features separate cast iron cylinder barrels, while some utilize a single casting. Also added to the work order was a high lift/duration camshaft, bigger valves, and a quad port Kugelfischer mechanical fuel injection system. By request, the TTS-E (for injection) was painted gloss black then fitted with a solo seat, complete with a lidded tool box. "I had a couple of Mammoths before this one" recalled Perry "Helmut toured Germany and England, then was transferred to Detroit. In 1986 he contacted me for service work and asked if I could I pick the bike up. By chance, I had purchased another bike in the area and was planning a trip there, so I agreed. I saw the bike and knew I was in trouble- This was the Münch I'd dreamed of. It had the high output engine, the superior Rickman fork with Friedl's lightweight alloy racing brakes. Even the rare ½ faring which I still have. Seeing my reaction, Helmut asked me; 'You like the Münch, yes?' I had to admit that I did, even though it wouldn't start. He suggested I take it home and keep it, which I gladly did."

Evolving, dissolving, and finally, redemption:
In time the focus of the Münch was defined. Early versions, clearly too short for optimum high speed stability were lengthened. Friedl's own four-gearbox held Hurth gears, and a superstrong electron-cast Schaufel rear wheel replaced the spoked original. At its peak, the Friedburg plant turned out a record 30 machines in one month. Various displacements of the NSU engine were used, 1200cc and slightly larger versions during the Floyd Clymer era. Clymer, the wealthy publishing mogul established a partnership with Münch in 1967 but passed away in 1970. A new partner, US millionaire George Bell arrived but sales, especially from the important US market slowed. The success and popularity of the Japanese products played a part, as did the remarkable wares from fellow European builders, providing formidable competition for the moto-dollar. Mixing success with failure, Münch declared bankruptcy in 1971, then again in 1973. Münch responded by selling the rights to Heinz Henke for 1.2 million Marks. Henke continued a modest production as did Münch, resurrecting the Horex name and also using the Titan moniker respectively, for a pair of 1800 and 2000cc behemoths. In an attempt to stay avant garde and exclusive, turbo charging and even super charging was implemented. The plan backfired somewhat for these machines were so devastatingly large and powerful (not to mention extremely expensive) many buyers were actually scared away. Due to the Statute of Limitations Friedl was able to reclaim the Münch title, now offering the modern version of the Münch Mammut: a 2000cc, 260 horsepower missile, with $80K+ needed in trade for the privilege.

An extraordinary passion:
In August of 1989, the first annual US Münch Owners Rally was held in Argos, Indiana and attended by Friedl Münch. "These machines, all by my hand are like my children" remarked Münch, who was welcomed like a returning hero. "He truly is a remarkable man. Extremely passionate and extraordinarily gifted." states Bushong. Over the years the two have developed a close friendship. Münch freely offering technical advice while Bushong sends rare and vintage aircraft engines -even a jet turbine- to Germany for display in Friedl's aircraft museum. "At the rally, he was listening to my bike and tapped me on the shoulder. 'It's not quite right' he suggested, although I'd set the engine and injection up to the factory specs. 'You are close, but this will finish the job' instructed Friedl, removing the timing cover and dotting new timing marks on the sprockets with a china marker. The changes added what felt like 25 horsepower. If you gas the bike hard in first gear, it doesn't shoot forward. It spins in a circle. This Münch is faster in third than a Laverda Jota or a 1000cc Guzzi Le Mans topped out in fifth. Obviously, there are more powerful motorcycles now, but the real joy of owning a Münch is knowing you have something special, a brutish magnetism nothing else has. It's extremely enjoyable to ride."

Friedl Münch claims the essence of the Mammut -its soul- is the technical advancements of its build. This time however, the master is wrong. Look closely. Beyond the magnesium alloy and vast intricacies of its design. Past the snarling exhaust rumble and fearsome acceleration, is the unmistakable presence of the man who fashioned it.

Tech Tales
1973 TSS-E

Engine: Air cooled, SOHC Four stroke In-line 4, 1286cc's
HP: 100.00 @ 7500
Compression: 8.5:1
Bore x stroke: 75.0 x 66.6 mm
Valves per cylinder: 2
Fuel control: Kugelfiacher mechanical fuel injection
Transmission: 4-speed dry clutch Final drive: enclosed chain Weight: 703 lbs Chassis/dimensions
Front: Rickman fork
Rear: Electron cast swingarm w/Koni shocks
Front tire/rim: 3.25-19 Akront alloy spoke
Rear tire/rim: 4.00-18 Electron casting
Front brake(s): Expanding drum
Rear brake: Expanding drum
Fuel capacity: 8.98 gallons