The fruits of summer

It's been ages since I've published anything on this blog. Partly it's because I've been busy but also because I start writing something, then things change and I go back and start re-editing. This time however I'm just going to publish and correct the out of date stuff with another post. Here goes:

The Troll

After sourcing most of the parts I needed I set about trying to carry out some of the repairs myself. As I reported last time, this had somewhat mixed results. At the end of the day I couldn't complete the rewiring, fix the accelerator or remove the rear brake cable (which had rusted right into the brake housing. Ivo and Roberto from the Vespa Shop had agreed to look the Troll over for me and assist so I ended up dropping it off to them. After they'd had an opportunity to give it the once over we caught up to discuss the next steps. I'd originally intended to just undertake the basic repairs on the Troll, to get it roadworthy but not restore it. After a lengthy discussion though we agreed that it will pretty much be a basic restoration, including a complete repaint. I'm quite excited. One of the things that prompted me to do this now was finding this German website detailing the restoration of a Troll and Berlin. I'm expecting my Troll to look just like this: http://emw340-2.com/

I've also been in contact with a guy - James - in the UK who is repairing a Troll. His site is:

http://www.trollscoot.co.uk/

Due to the Christmas and New Year breaks, when many businesses shut down for weeks, the Troll probably won't be ready before March 2009. I can hardly wait.

The Heinkel

The Heinkel is now resident in my new shed. I really didn't have room to store any of my scooters. The Vespa was always parked on the veranda at the front of the house - not an entirely secure location while the Heinkel and Troll were both wrapped up under tarps on my back porch, much to the delight of my wife. So, in the interests of domestic harmony it was essential that they be found an appropriate home. We had a small 2.5 by 2.5 metre shed in the corner of the garden. That had to go. As did a rather scrappy small tree. We now have a 4.3 metre long shed that can happily accommodate all three scooters and my kayak. Hurrah! That all said, unfortunately, I just haven't had the time yet to do anything with the Heinkel, but I am planning on starting work on it shortly.

The Vespa

I hadn't ridden the Vespa much in the past couple of months, but after getting back from Melbourne in mid November I've taken it on a run every weekend. I took it into Fremantle a couple of Sundays ago and she rode like a dream. It felt great to finally get to use the scooter as I intended. Unfortunately, not having used it much over the preceding months I'd neglected to check exactly how much petrol was in the tank. I mean, hey, it's not like I'd used it much so it's gotta be pretty full, doesn't it? Funnily enough I was almost home when this thought crossed my mind and I thought perhaps I should take this opportunity to swing by the nearest petrol station. And with that thought the engine suddenly went "pop!" and I was dead in the water. Oops! I was only about a kilometre from home so it wasn't a biggie. Just a little embarrassing.

More embarrassing however was that I had to push the Vespa past a group of young ladies who were sitting on their front lawn, overlooking the river, and having a few drinks. They'd waved when I drove past them on my way to Freo so I felt a little humiliated now having to walk the bike past them. Sure enough they laughed and called out but were surprisingly sympathetic. "Looks like you could use a drink!", one of them called, and indeed I could. And I did. I ended up joining their little soiree for a few bottles of champagne so it didn't end too badly after all! But I now know exactly how far I can drive on one tank of petrol.

Long time coming...

It's been several months now since I've updated the blog. This is partly an indication of the progress to date and partly because I've just been busy. So a quick summary is in order.

During June and July I received a steady flow of the parts I had ordered. There were some errors however. I was shipped a cigar form Berlin exhaust instead of the Troll exhaust I'd ordered. I had to do alot of searching to find a Troll exhaust, but found one here: http://www.oldtimer-auspuffanlagen.de/ They were very prompt with the purchase and delivery.

I am still struggling to find brake shoes for the Troll. Many vendors seem to offer them but are unresponsive to my enquiries. I have found this the greatest difficulty ordering from German vendors. Although many do reply to my queries in English, they never seem to follow up on the enquiry. I have an order outstanding with http://www.dietel-fahrzeugteile.de/ for brake shoes, a new carburetor and petrol tap but haven't responded to my queries yet.

My ambition to take care of the rewiring myself didn't really come to fruition. The wiring set certainly appeared to contain everything required to completely rewire the Troll. The problem however was that the wires are not labeled and the schematic is very theoretical, like a subway map. Without electrical experience it simply proved too complicated for me. As one of my motorcycle owning friends commented, "why would you do it yourself when any little mistake will completely stuff it up." So I decided to enlist professional help. That proved easier said than done. I tried several motorcycle electricians but no one was interested.

Then my Vespa broke down. Again.

I'd mentioned earlier that the Vespa's wiring had failed after its last service. Sam the mechanic wasn't really interested in rewiring the electrics so I started work on it myself. All was going well for a while. I was able to trace the fault to a single wire in the headstock and then the engine failed. In desperation I tried to find a new mechanic and came across Ivo from The Vespa Shop. Initially the main attraction of the The Vespa Shop was that it was relatively close to my house. Ivo was very helpful and even arranged to pick up the Vespa from my house. One day later the bike was fixed and I could pick it up. Ivo and Roberto run a small operation and don't really advertise, but I highly recommend their work (phone -08-93315501, email - vespashop@hotmail.com).

After picking up the Vespa, I had some discussions with Ivo and he agreed to assist with the Troll. This was good news to me. He'll be picking it up (along with all the spares) sometime in October when he'd back from Italy.

More Heinkels
I haven't really done much with the Heinkel but now that I can see the end of the Troll project, I've got to restart work on the Heinkel. I'll need to audit all the parts I have to determine what I need to buy / replace.

I just happened to be looking on ebay the other day and Klaus Wolfe was selling another Heinkel Tourist. This time an 103A2 from 1961. It was in a very similar condition to mine. Ironically, the price paid after eight bids was A$670 - exactly the same price I paid after two bids. Here is a photo.

Unfortunately the buyers ID is private so I can't contact them. I'd like to follow the progress of their project too.
Speaking of rare and unusual scooters on the market, Joe D'Ercole of Scootersales in Queensland is selling a number of very interesting scooters, including:
1956 Triumph Tessy
1959 Velocette Viceroy
1956 Maico Maicoletta
1958 NZeta (Cezeta built under license in NZ)
1959 Manurhin Hobby (French built DKW)
1953 NSU Prima (German built Lambretta)
1958 Puch Stier
1956 Triumph Tigress
1959 Terrot
1961 Cezeta
Most are running but some are restoration jobs. I must admit I saw the 61 Cezeta advertised on Ebay a year or so back but it failed to meet reserve. I had even sent a query after the auction but never heard back.

The Work Begins

I haven't had much opportunity to work on the bikes over the past couple of weeks so I haven't really had much to report.

The Heinkel

While I'm concentrating on the Troll, I haven't really done very much with the Heinkel. It is currently wrapped and boxed up on my veranda. I have however been busily scouring the Internet for parts, which is both challenging and interesting.

Last week my membership to the Heinkel Club Deutschland came through. Membership costs E60 per annum and members are allowed to purchase spare parts directly through the club. Link: http://www.heinkel-shop.de/

The Troll

The Troll has been my priority since it arrived and I must admit I'm quite enamored with it. I'm amazed at the amount of spare parts available on the Internet. Here's a summary of all the parts I've sourced so far:

From Sausewind @ http://www.sausewind-shop.com/

Sausewind supply a wide range of parts for old East German vehicles. There website does not cater easily for non-European orders, however, I contacted them directly by email and they were prepared to ship parts overseas, although they did take quite a long time to respond, but more on that later. They are shipping:

1 set of ox-eye indicators (for handlebar ends)

A full set of brake, clutch and accelerator bowden cables, etc;

A set of hood rubber piping (new).

Total cost = E93

From TKM Racing @ http://www.tkm-racing.com/index.htm

TKM Racing supply a wide range of new and old scooter and motorcycle parts, including East German vehicles. They are shipping:

1 full set of electrical cabling for a Troll (they have kits for all IWL models)

Total cost = E45

From MT Superbikes (aka EMWService) @ http://www.ebay.de/

Selling a variety of East German new and used bike parts through German eBay. They are shipping:

1 x set of ox-eye indicators (a spare set)

1 x throttle kit

Total cost = E36

I've also managed to source several other parts, such as keys and lock mechanism for the glove box (currently broken).

None of the German vendors I've dealt with appear to get very much overseas business. Only one business accepted credit card for payment, which has meant it's a little difficult to send them the money. I'm currently sending it electronically direct to their bank accounts (seems a preferred method in Germany). So far the process has not been too difficult or expensive, but I've only transferred funds this way twice so far.

The general response to date to my queries has been incredulity. People just don't believe that there are IWL vehicles overseas - at least not in Australia. On one occasion the vendor refused to believe there were any Trolls in Australia, so I sent him a picture (not that he would be able to tell it was in Australia). This got me thinking - how many Trolls were in Australia? I spoke to Klaus and he knew of at least six. He owns two, he's sold two (one to me) and there were two imported in Adelaide. Although it's not conclusive, it certainly seems that the Troll is a rare machine in Australia. One of the sellers on eBay I had contacted asked me whether I'd bought the bike from him as he'd sold one to an Australian and he was very interested to find out how she was going.

Fun with Petrol

When I bought the Troll Klaus had warned that the petrol tank and carburetor needed to be thoroughly cleaned. On Saturday I added a little petrol tank and opened the petrol tap and sure enough nothing moved. So I removed and dismantled the fuel tap. It seemed every space within it was encrusted with lead and sludge.

After a damned good soaking I finally cleared the petrol tap. Underneath the tap (pictured above) is a rubber seal with three nipples through which the petrol flows. When I first viewed the seal I thought it was simply a flat seal as the nipples were completely filled with very solid black aggregate. I had to lever out the gunk with a very small screwdriver - carefully so as not to damage the rubber, which was in surprisingly good condition. The tap is now cleaned and fully functional. The Saturday I'll see if we can actually get the petrol to flow into the carburetor.

I installed the battery and tested the flow through the wiring. Despite the dodgy appearance of the wiring almost everything electrical seems to work, except of course the indicators, because they've been removed. The brake light too had been severed. All this wiring will be replaced when the wiring kit arrives.

The Arrival

I don't place much stock in omens, but it was absolutely pouring down with rain when I got the call the from Matthew the Truckie that he would be dropping the bikes off today. It was Monday, 9th of June at about 8am and I was on the bus to work, so I jumped off at the next stop into a veritable thunderstorm, got absolutely drenched and caught the next bus home. Matthew said he would be there at 10am and he damn well arrived spot on the dot. It was big rig and the bikes were packed in the middle so it took a lot of shuffling and reshuffling by his packing crew to unload the bikes. Well, not exactly bikes, more boxes of bits and things really. One of the guys asked me, "what the hell are you gonna do with all this junk?" (sounds a lot like something my wife would say). "I'm planning on restoring them.", I replied. He looked dubious. I guess I looked dubious too.

The Heinkel and boxes - rain-spatted and fresh from the truck assembled on the porch

The Heinkel came in 8 boxes (including the chassis and panels). Of course I knew what I was getting when I bought it, but it was still a bit of a shock to see it right there in pieces on my front lawn. The Troll was shipped whole of course, and Matthew hopped on it and coasted it down the ramp. I was really excited as I wheeled it down the driveway but it wasn't long before the full realization of what was ahead caught up with me. A quick once over of the Troll revealed numerous "challenges" to be resolved before it has any chance of getting on the road. While parts of the body are in very good nick, other parts are very badly worn. It needs a damn good panel beating. The body however is the least of the bike's problems. The throttle was broken, it's missing its indicators, the front brake is partly seized I think and new cables are required. I suddenly felt completely daunted by the prospect of all the work ahead.

Fortunately, the thunderstorm had passed just long enough to unload the bikes. The Heinkel boxes were packed under my porch and the Troll was parked in the driveway. I took a couple of photos and then I headed off to work. My wife messaged me on the way to hear how it all went. I sent her a couple of photos. I was expecting Shelly to be extremely dubious, but she said the Troll looked really cool - whether it was running or not. That was a relief.


After the rush was over I began to think clearly again began planning out all the activities that I needed to do. I had originally hoped to have the Heinkel ready by November - six months! Clearly that was unrealistic. I now don't expect to have the Heinkel ready before the middle of 2009. The Troll will be priority for now.

Unfortunately rain and work commitments during the week prevented me from carrying out a proper appraisal of the Troll, nevertheless, I spent the rest of the week searching the internet for IWL parts. There seems to be is a surprising amount of spares available from German scooter/motorcycle retailers. I ordered a complete set of new cables, new wiring, indicators and rubber seals (the seals on the engine covers are perished in several places. It will be two or three weeks before they arrive.



Saturday turned out to be a stunning autumn day - sunshine, blue skies and pleasant warm humidity so I began my first official survey of the bikes. Firstly the Troll:- apart from the problems with the front end, the vehicle seems to be in fairly good condition. The engine seems clean (not really a gauge of how well it runs I know). Some of the wiring looks a bit old and frayed, but I'm going to get all that replaced.

I unpacked all of the Heinkel boxes and - just to get a picture of what is and isn't there - did a bit of a dry reassemble on the lawn. When the Heinkel was delivered I was surprised not to see any wheels. There was only one single wheel packed among the boxes and that turned out to be the Troll's spare. I couldn't see how the Heinkel's wheels could have fitted into the boxes. But they did. Two 8inch wheels and four tyres. They look so diminutive and it immediately made me wonder. Was this really a 103A?? Turns out no. It's actually a 102A-1, confirmed by the ID plate - chassis no 134084 built in Stuttgart in 1955. 17,500 102A-1's were built between 1953 and 1955. Mine was obviously built towards the end of the run. The main difference between the 102 and 103 was the move to 10inch wheels to improve road handling.

As promised, there were two engines in the boxes, both dismantled. Some of the parts looked quite new, others were frighteningly bad condition - the clutch for example. There is a lot of work to do. Things I've identified as missing so far - exhaust, rear shock absorbers, suspension, axle and mudguard, gear change and throttle controls and probably a lot more. After the review I packed all the boxes up again and have stored the Heinkel for now. I've sent my membership off to the Heinkel Club Deutschland and am awaiting the parts and price list. Once I have that I'll begin sourcing the parts.

It's clear the old Heinkel has had quite a varied life. It was originally black but was hand-painted it's current gaudy red and blue. Its original seat has gone and been replaced by a sheet foam glued to marine ply. That'll need to go too.

Ups Downs and Roundabouts

Well, it has been an interesting week.

We finally came to an arrangement over the transport and the Heinkel and Troll have finally been shipped as of Friday 22 May. It will take approximately two weeks for them to arrive. I'm very excited.

So that was the good news. But on all other fronts it's been a terrible week. Firstly - and of course this has nothing to do with scooters - but work has been a real mess. There is a pall of gloom hanging over my work at the moment as the main project I am on continues to descend in disaster. Political forces are preventing me and my co-project manager taking the steps we need to resolve the problems and get back on track. It's all very disheartening.

To add to my woes I dropped my bike during a lesson for my motorcycle license. How embarrasing! As soon as we hit the road it started to belt down with rain - the first time I'd even ridden in the wet and as we came to a roundabout I locked the front wheel and stacked it big time. Fortunately the most damage was done to my pride. I walked away with a scrape on the knee. The bike was okay too. But it shook my confidence a little driving on the wet roads. Oh well, could have been much worse.

And to add to my sense of gloom - the Vespa is f-cked again. The indicators haven't worked since I got the bike back from Sam. Following his advice I replaced the dodgy old battery and replaced all the globes - three were broken. But as soon as the bulbs were fitted, suddenly the wiring went. Only the right hand turn signals would work and they did not pulsate at all. Occasionally when I turned the handlebars hard left the left lights would come on which indicates to me the wiring was compromised when the front end was replaced. Sam and I had had a conversation about that after I picked up the bike and he'd indicated quite clearly this was not a job he was keen to take on so I'd already been planning to do it myself. Today (Sunday) I began taking apart the indicator switch and looking at the wiring. To be frank, it's pretty f-cking rubbish. As soon as the wires disappear inside the tubing the nice new wiring is superceded by what is clearly worn out old sh-t wiring, amateurishly twisted together. It'll undoubtedly all have to be replaced.

But that's the least of my worries.... no sooner had I started work today than the bloody engine failed. I don't know what's wrong with it now. It seems to be the same problem as before. It simply won't turnover. Given that the bike has done only one very short trip to the petrol station and back since I got it and has been turned over every three or four days while I tried to track down the wiring fault, you can understand I'm not very happy.

The German bikes were always intended to replace the Vespa eventually. The question is, what the hell am I going to do with the bike? The electrics are just an inconvenience. I can fix that myself, but if the engine is going to break down every couple of months I'm never going to be able to sell it. You live and learn maybe.

1963 IWL Troll review

As briefly reported in Issue 1/1963, the first new "Troll l" scooter rolled off the assembly line of VEB Industriewerk Ludwigsfelde in January. The scooter "Berlin", which is an integral part of our street scene, has been replaced by a new development which offers considerably more in terms of driving comfort, driving performance, and driving safety. The starting point for this new development were demands for improved suspension, seating position and easier maintenance and repair options. In-depth studies of the city scooter "Berlin" showed that further development of the design was exhausted and a completely new development was necessary. To ensure trouble-free use, the greatest possible degree of standardization with the motorcycles of the VEB motorcycle factory in Zschopau was decisive for the technical design.

1. Frame
For the designers in Ludwigsfelde, guiding the choice of the chassis was the good experience that MZ has with the full-swing chassis of the large ES types (in addition, small types like the ES 125/150, were under development in Zschopau). This resulted in the design with front and rear long swing arms and the utilization of the shock absorbers of the ES 125/150 for the scooter "Troll l". In addition to the exceptional driving characteristics, this also has an economic benefit for our economy, which confirms the correctness of standardised development. With the spring travel of 100 mm for the rear wheel and 130 mm for the front wheel, the "Troll l" is at the top of all known vehicles of the same type.

The backbone of the new vehicle is a welded sheet metal frame that is manufactured in-house using our own welding systems. The basic profiles are welded in one operation by a modern multi-spot welding machine. This results in an absolute guarantee of flawless processing quality and economical production times. The front carrier, which comes from the MZ ES 125/150, and the rear body carrier are made of cast iron. The rear body support is also designed as a fender. The extremely torsion-resistant frame together with the hydraulically damped long swing arm suspension provide excellent driving characteristics of the "Troll l".

2. Motor
The MZ motors ES 125, ES 150 and RM 150/1 represent the modular series of the new standard motor. The RM 150/1 scooter motor is the only one equipped with a cooling fan. The performance of these motors could be further improved with further systematic development. Among other things, the connecting rod was improved with the use of a cage-guided needle bearing. The main bearings are externally lubricated by the gear oil from the clutch chamber, with the crankshaft seals now being located directly on the lifting discs. The alternator side is closed with a seal on the outside. The compensating holes required in the full lifting disks were sealed with plastic plugs to increase the pre-compression. To improve the thermal stability, light alloy composite cast cylinders with cast-in grey cast iron bushings are used, which are manufactured according to the Alfer method. The excellent heat dissipation for this type of cylinder enables operation with 0.03 mm piston clearance.

With the use of VK "Extra" (OZ 78) and the improved shape of the combustion chamber, the compression ratio could be increased to 9: 1, so that the RM 150/1 scooter engine now delivers 9.5 HP at a speed of 5500 rpm. Maximum torque is 1.25 kpm at 4000 rpm (Fig. 2). Intake and exhaust silencers have been carefully matched to the engine; the exhaust silencer especially has been completely redeveloped. The normal driving state diagram in Fig. 3 shows the gradation. The ratio of the primary chain drive has been changed to relieve the multi-disc clutch running in an oil bath. A new material is used for the primary chain, which guarantees a mileage of 25,000 km.

The housing cover shape was changed on the alternator side. Now you can get to the alternator by loosening just one screw and removing a small additional cover, which is particularly pleasant for making small adjustments on the way. The alternator is now vented through a plastic hose directly into the intake silencer.

3. Shape design and details
The rear hood has a modern three-part design, with quick-release, removable large side panels ensuring effortless access to the drive unit. Pictures 4 and 5 show the rear part with the side shells removed. The leg mudguards are high and wide and provide optimal dirt and weather protection. A comfortable, wide seat enables every driver to find the right seat position. It can be folded up to gives access to the control for the fuel tap. The fuel tank cap is also located under the seat. Other important details are the folding side stand and the exhaust completely hidden beneath the running board. Injuries from the hot exhaust, such as have previously occurred with the "Berlin" are therefore completely avoided.

There is a lockable box immediately behind the leg guards (Fig. 6). It offers plenty of space for storing tools, spares, etc. In addition, the anti-theft device, which is activated by a push button, is placed in this box.

The scooter "Troll 1" has become slightly higher than its predecessor "Berlin". This resulted from the large spring travel and the need to ensure sufficient ground clearance. However, the seating position is still within normal limits compared to other vehicles of the same type, although the slightly higher seating position is pleasant when driving. It gives the driver the impression of sitting on a motorcycle and gives extremely good contact with the road.

The accessories that are available commercially, such as luggage racks, unicycle trailers, etc., add to the vehicle’s versatility. The spare wheel is no longer supplied as standard but can be purchased as required. This fulfills numerous customer requests that reject the standard spare wheel as unnecessary ballast. In addition, it was found in tests of the frequency of breakdowns that a tyre puncture only occurred on average every 20,000 km, so that the constant carrying of a spare wheel did not appear to be necessary. An air pump is supplied as standard and is located in the upper part of the rear hood. Cautious drivers still have the option of taking their spare wheel with them.

The "Troll " is the first motor scooter with the asymmetrical dipped beam as standard! With a power consumption of 45/40 W and a light exit diameter of 136 mm, illuminating conditions of the road surface which were previously unknown in two-wheelers. Furthermore, this scooter has a flashing light and high-performance handlebar turn signals (15 W) as standard. A brake, tail and license plate light with a 95 mm light emission completes the electrical equipment.

4. Mileage
The powerful engine gives the vehicle a top speed that is still unknown in this class. With a max = 90 km/h, the character of the “Troll” touring scooter is a quick and easy way to cover long distances.

The equally high torque ensures fast driving and fast acceleration. Conditions that bring the well-known great advantages to a two-wheeled vehicle in road traffic. 60 km/h are achieved from a standing start after 11.6 seconds and 80 km/h after 23 seconds. The fuel consumption is shown in Figure 7. Fuel consumption for regular road use has a favorable value of 3 to 4.41 / 100 km. The extremely rigorous testing of the "Troll 1", which was carried out in a non-stop three-shift operation in 1961 and 1962, demonstrates the maturity of this design and the quality of the product of vehicles produced. Finally, we explain how the name "Troll" came about. This name is the summary of the first letters from the word combination "Touring-roller-Ludwigsfelde". It is to be hoped that the "Troll" confirms itself as the good spirit of its owners.

This is my English translation of the 1963 KFZ review of the IWL Troll. The original can be found here: https://dkwautounionproject.blogspot.com/2020/06/1963-kraftfahrzeugtechnik-volume-2.html


Come with me for a quick walk around my 1964 IWL Troll scooter.

For more information about these interesting East German scooters and the restoration story of my example, check out the blog posts here: https://heinkelscooter.blogspot.com/search?q=IWL+Troll

1964 IWL Troll TR1 brochure

Whenever I tell people my scooter is called a Troll they look at me like I'm a little crazy. But no, it is called a Troll. It's actually a very Germanic contraction of two words - Touring Roller, or as we would say in English, touring scooter. T-Roll 1. All very simple. https://dkwautounionproject.blogspot.com/2019/09/east-german-iwl-scooters.html

IWL SR59 Berlin review

From Scootering Magazine December 2010. http://www.scootering.com/

Hey Hey, they're on their way

There was movement at the station for the word had passed around that the Heinkel and the Troll were on their way.

At last, the transport is arranged. Or is it? It's been back and forth this week. Klaus dropped of bikes with Pack and Send in Preston, just around the corner from his office. But then there was a problem with the fuel. The Troll was still fueled up and couldn't be transported until it got drained. Now both bikes are boxed up, but there's a problem with the quote. There's a debate whether to price the transport according to weigh, size or volume and each method results in a wildly varying price. I'm a little surprised as Klaus has used Pack and Send fairly regularly so it isn't like this is new to anyone. I've left the debate in their hands for the moment. If things get ridiculous it'll be back to the drawing board. I certainly hope it doesn't come to that. Trusting that all goes well (crossed fingers!) the bikes will arrive in approx two weeks.
Today I also received the original owners manual for the Heinkel. In the end that info was no more than you can download from the US & UK Heinkel owners website, except for several high level diagrams of the engine, which is slightly different between the A-0 and A-1 models. I'll scan a copy and publish it here along with the other owner and technical guides.
It also included an interesting flyer from the German Heinkel club, which shows the evolution of the models. The prototype Heinkel looks exactly like an old Vespa (there you go - plagiarism again) from the front, but the back is distinctively Heinkel. It's only a poor quality photocopy but I'll scan a picture to this site as I think it's worth sharing.
I've been spending every spare moment of my time on the internet searching for parts. Even though I haven't seen either bike in the flesh (or metal), I do have a preliminary lists of missing parts I need to source.
For the Troll:
Battery - done
Indicators - I have some on order
Mirrors -there is a single mirror, but it's set on the wrong side for Australian roads. I'll need to find something more useful. The Vespa's mirrors, while original, are virtually useless when driving. They shake too much and have a tiny field of vision.
For the Heinkel:
2 x batteries - on order
An exhaust
Indicators (front and back) - I have sourced some
Bumper
Badges
I know these are all rather trivial items in the scheme of things, but if I can source them now, I will.
PS. I finally told my wife about the scooters. I'd been dreading this moment for while and the longer it went on the more and more difficult it seemed. But with the bikes almost on their way there was no putting it off. I was expecting a much more negative response but Shelly took the news well. I think she's probably reserving judgment until they arrive.

IWL History

VEB Industriewerke of Ludwigsfeld (IWL) was established on the southern outskirts of Berlin in 1936 by the Daimler-Benz company to build aircraft engines. Being a military industry, the factory was severely bombed during the Second World War and, as part of reparations the Soviets dismantled and removed everything that could be salvaged from the damaged factory. IWL's 11 empty assembly halls lay in ruins until 1950 when the nationalized automobile conglomerate, VEB, approved their reconstruction. As in the west, the government desperately needed to re-industrialize and provide jobs for a destitute workforce. After six months reconstruction the IWL factory began to function again, first producing machine tools, pots and pans, wheelbarrows and farm machinery and eventually Soviet aircraft engines under license. https://brandenburgikon.net/index.php/de/betriebe-1945-1989/bezirk-potsdam/industriewerke

East Germany's desperate need for transport led VEB to approve the manufacture of scooters as cheap mass transport in 1954 and IWL was awarded the contract for their manufacture. IWL had no previous experience with scooters or any other type of motor vehicle so some components were sourced from other manufacturers.

The Pitty

The Pitty ('little Pete') was IWL's first scooter and began rolling off the production line at the beginning of 1955. The design was broadly based on western scooters that had been examined by the engineering team, but a lot of compromises were required as the domestic parts supply for specialist components, such as carburetors, suspension and electrics was extremely poor. Consequently, early machines were hampered by poor build quality failure of critical components.
https://dkwautounionproject.blogspot.com/2020/06/soviet-zone-scooter-debacle-der-speigel.html

The engine was a 123cc two-stroke motor supplied by East German motorcycle concern, MZ (Motorrad Zchopau); formerly DKW's pre-war motorcycle plant. The engine had formerly been employed in the trusty IFA RT125 motorcycle and delivered 5 horsepower with a reputed top speed of 70 kph. That claim however was never likely to be achieved by the Pitty, weighed down as it was with so much excessive bodywork. Nevertheless, the use of twelve inch wheels gave a certain degree of stability, despite its solid rubber suspension. Production ceased in April 1956 after 11,293 Pitty's had rolled off the production line. https://dkwautounionproject.blogspot.com/2020/04/1954-iwl-pitty-brochure.html

The East German motoring authority had been disappointed by the Pitty. There were numerous complaints from customers about the scooters slow speed and poor handling. The placement of the exhausts came in for specific criticism as it was easy for the pillion passenger to burn their leg. A series of improvements were presented to IWL for action.

The Wiesel SR56

In 1956 IWL released the Wiesel as an improvement over the Pitty. Gone was the fixed nose faring that had made the Pitty look so slow and sluggish, replaced by the more traditional moving fender. But apart from a small change to the rear suspension, the Wiesel was otherwise mechanically identical to its predecessor. The motoring authority was outraged that their suggested improvements had been effectively ignored. Nevertheless, 56,000 were built before production ceased in 1959. The Wiesel came in three colours - red, grey and black.

The Berlin SR59

With the Berlin Stadtroller (city scooter) IWL finally hit its stride. In appearance and styling, the Berlin was similar to the Wiesel, but the MZ engine 123cc had been bored out a 145cc by the engineers at IWL, giving the scooter a top speed of 82kph. The Berlin also had a 4 speed gearbox and rider comfort was improved by the addition of a rear shock absorber, longer front arm suspension and sprung seats. It also had a number of advanced features, such as seven starting settings, with cold and hot starting in summer and winter. It also featured an anti-theft lock, something that customers had vocally complained about since the Pitty. The placement of the exhaust was still problematic for passengers however.

Styling was also enhanced by a new two-toned paint scheme, with the combinations of green/white, orange/white, light blue/white and black/white. The Berlin was IWL's best selling and best loved scooter. 113,943 Berlins were built between 1959 and 1962. Many thousands are still on the roads today in Germany and elsewhere around the world.

Introduced at the same time as the Berlin was the Campi single-wheeled trailer. Fixing to a connection on the rear spare wheel, the Campi significantly improved the scooter's utility and carrying capacity. With adaptor fittings the Campi could also be attached to the Wiesel and the Berlin's successor, the Troll.

The Troll TR1

With the Troll, or 'Touring Scooter', IWL took the lessons from the Berlin to the next level. The engine was the same capacity - 143cc - but was sourced from MZ. The body was restyled, becoming squarer, longer and larger. The higher seating made for a more comfortable ride, as did the new shock absorbers on the the front wheel and the improved seats. With a top speed of 90kph, IWL delivered a cruising scooter that was solid, mechanically reliable and capable of comfortable driving over long distances. The troublesome exhaust was now placed under the footplate where there was no risk of passenger or rider burning themselves. However, by increasing the size of the scooter, a new problem was created. The large, slab sides made the scooter highly susceptible to cross winds.
https://dkwautounionproject.blogspot.com/2020/08/iwl-troll-review-1963.html

The Troll never matched the success of the Berlin and only 56,531 Trolls were built between January 1963 and December 1964. At the end of the production run IWL stopped manufacturing scooters and concentrated on trucks. The Troll came with a two tone paint scheme like the Berlin - red/white, light blue/white and black/white.

VEB transferred IWL's scooter production to the motorcycle manufacturer, MZ. MZ were already building a similar spec motorcycle, the ET150, which shared many components, styling and even its engine, with the Troll. After reviewing the Troll's design, MZ decided to discontinue production.

Today there is a dedicated following for IWL scooters in Germany and many thousands are still on the roads today. The Berlin remains the most popular. The unfortunate Pitty is the rarest, most having been junked years ago. The use of MZ engines and running gear has made restoring and maintaining IWL scooters very easy as there is abundant supplies of all spare parts. There are also many remanufacturers of fittings supplying the Ostalgia market. Of all IWL products, probably the most desirable is the Campi trailer, which fetch prices around 2000 euro.

Ludwigsfeld Museum
Here's a link to the museum in Ludwigsfeld. It has displays covering the period from the war through to 1990. https://www.ludwigsfelde.de/rathaus-und-buergerservice/staedtische-einrichtungen/museum/

Footnote: This is a slightly updated short history of the IWL scooters in English that I originally wrote in 2008. At the time of writing, information about IWL in English was virtually non-existant. Since then I have obtained a lot more information, mostly in German, which I have translated, including research materials from East German scholars, such as Manfred Blumenthal. Some of that material is not easy to find, even to German speakers. I have subsequently updated this history to incorporate this material into a detailed history, which is published on my DKW-Auto Union blog here
https://dkwautounionproject.blogspot.com/2019/09/east-german-iwl-scooters.html
This version will be left as the 'simple' history.