In the mid-sixties, young people's enthusiasm for cars was still unbroken. Also Johannes P. P aulussen from Erkelenz-Borschemich (Heinsberg district, NRW) raved about super sports cars like the Ford GT 40, Lamborghini Miura, Ferrari GTO and others. But he couldn't afford such an expensive racing planer, especially not as a penniless mechanical engineering student. No financial support was to be expected from the parents' house either - the father ran a carpentry business. So there was only one thing left for him to do: build it yourself!
The two lives of Paulussen Beradino
The first drafts were made as early as 1965, the construction phase began three years later, and approval was granted in 1975. The Paulussen Beradino Hardtop, officially called manufacturer and type in the vehicle documents, was after 7,000 Working hours arose. Paulussen had covered around 8,500 kilometers with it by 1992. Then his interest in the somewhat shirt-sleeved sports car died out. In addition, the oil dripped from the Porsche engine installed in the rear.
So not only the look but also the technology had to be revised. That happened in the years 2009 to 2011, during which Paulussen optimized his Beradino in many details. Among other things, the car received a paint job for the first time, new lighting units and the probably unique instrument panel on the engine. Paulussen presented the 'Beradino reloaded' to the public for the first time in March 2011 at the 42nd Motor Show in Neuss, where the sports car won a 'prize for the most attractive highlight' Days at Schloss Dyck, in the Düsseldorf Classic Remise (formerly 'Meilenwerk') and during the Motor Show in Essen. Reason enough for Motor Klassik to visit the designer and builder of the Beradino once to find out how he built this damn attractive car back then, which has now matured into a well-restored old-timer.
Harmonious lines, perfect symmetry
The first thing we notice on site during the photo trips: The Beradino looks really good . His role models are clearrecognizable: Ferrari 275 GTB (front section), Alfa Romeo Giulia TZ2 and the Lamborghini 400 Monza prototype from Neri & Bonacini. The extremely low overall height of 1.04 meters 'is reminiscent of the Ford GT 40, which I also valued at the time,' says hobby designer Paulussen.
The final design of the Beradino from 1968 shows three points but its formal independence: the elongated and therefore very flat windshield, the wind deflector placed in front of it and the transformable body. Two people can convert the Beradino from a fastback to a notchback coupé and even a convertible in just a few simple steps. and rear view. Just as if the Beradino had rolled off the production line at least 1,000 times after a long prototype phase.
Burning enthusiasm for the automobile
This brings up another question. Who is this Johannes P. Paulussen who can do something like that? Engineer and craftsman. The 68-year-old Beradino builder learned the theory and practice of self-assembly of automobiles in two different places: at the Aachen University of Applied Sciences, where Paulussen studied mechanical engineering with a focus on automotive technology, and in his father's carpenter's workshop, where everything needed for body construction Wooden constructions emerged. The qualified engineer for automotive technology then taught for 30 years at the vocational college for technology and information technology in Neuss.
His interaction with young people and the burning enthusiasm for automobiles - especially for his own - make him mentally like one today Thirty year olds appeared. Both the Beradino and its builder seem to have survived the time unscathed and appear just as self-confident and not at all quiet. But anyone who sees the level of meticulousness and attention to detail with which the graduate engineer has followed the Beradino project over the years can only say: They are allowed to do that.
Seven years from the first drawing line to the TÜV badge
The way from the first drawing to the TÜV-finished automobile took exactly seven years. 'Of course, I had to use existing components for the technology,' reports Paulussen. 'The engine, brakes, steering and electrics come from various Porsche 911s from the car recycling company'. The front axle was contributed by a Porsche 356, the four-speed manual transmission by a VW Beetle.
Other classics were also used as parts donors. A few examples: door hinges from the Jaguar E-Type, large round instruments from Iso Rivolta, the small ones from Glas 1700 GT. The box frame is an in-house construction. Paulussen comments: 'Thanks to the moderate engine with 110 hp from the Porsche911 T gave the TÜV its okay. '
Mixing, rolling, gluing, drying - the body shop
Most of the work was done in the body shop. Based on the drawings, a plaster model on a scale of 1:10 was created. Derived from this, another full-size plaster model followed, the supporting structure of which consisted of more than two dozen precisely calculated wooden transverse frames Widespread glass fiber reinforced plastic (GRP) is used: Glass fiber mats placed by hand were brushed or rolled with liquid polyester resin. The process is called 'lamination'.
This is how a 1: 1 impression of the plaster model was created as a negative form for the final body, which in turn was built up layer by layer with GRP. Other body parts such as lamp housings and instrument panels were also created using this labor-intensive method.
What was missing was the name. 'We closed at that time Home watched a western. The name of the actor John Beradino appeared in the credits, 'says Paulussen.' I liked Beradino, and that's what I called the car. 'Paulussen designed the Beradino lettering himself. We see it oversized on the rear of the car and on the sweater and on the designer's hat, and hundreds of times on www.beradino.com clear: Johannes P. Paulussen is also an ace in branding.