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61-530: In 1948 the car reappeared as the Ford Taunus G73A , and remained in production until 1952. This was the first (and until the 1970s the last) Ford Taunus to feature a fastback shape: in this application the rather severe slopes enforced by squeezing North-American style fast-back styling onto a relatively short wheelbase was not universally admired: the car became known as the "Buckeltaunus" (Hunchback Taunus). On 30 April 1939 Ford Cologne began to manufacture

122-451: A V6 engine with 1.8 litres and 82 hp, or 2.0 litres (1998 cc) and 85 or 90 hp (63 or 66 kW) with a top speed of 158 or 161 km/h (99 or 101 mph). Again, it was a good selling car. For the new Ford P7 , there was a new body; engines and platform were carried over from the P5. Rear lights were no longer mounted at corners. The 20M-model had a fake air scoop on the bonnet and

183-548: A 45 PS (33 kW; 44 hp) 1.5-litre side-valve engine developed from the 1.2-litre unit used in the Eifel. However, in March 1939 the government, anticipating war , introduced restrictions whereby Ford were permitted to produce only a single standardised engine in the class of cars covered by engine sizes between 1.2 and 2.0 litres, and so the Taunus used the smaller 1,172 cc engine (a k

244-582: A Ford 20M RS won the Safari and occasionally a Capri was seen with works involvement. This is the last specifically German Ford. In early 1972, it is replaced by the new Consul and Granada . In 1970 a new Taunus, the Taunus Cortina (TC), was introduced. Ford offered a two- or four-door sedan or a five-door station wagon/estate (identified like previous Taunus estates as the Turnier ). Between 1970 and 1975, for

305-510: A Volkswagen convertible. The chaos of the war prevented the idea from being pushed forward, as well as the cooperation with Volkswagen from starting 15 years earlier. On 1 August 1949, Wilhelm Karmann signed an order from Volkswagen for 1,000 "four-seater, four-wing convertible Type 15" - the Volkswagen Beetle Cabriolet . Over the next 50 years, a total of 2,548,765 Beetle Cabriolets would be produced for Volkswagen. In addition to

366-460: A few exceptions from that rule were made, such as 17M 1800, which was powered by the V6 in its smallest displacement and the 20M 2300S (in the later P7 series), which used a 2.3-l version of the same engine. From 1962 to 1970, the smaller models 12M (P4) and its successor 12M/15M (P6) had front wheel drive. All other models had rear wheel drive. These models were offered: The Taunus 12M presented in 1952

427-563: A known as English Sidevalve) carried over from the Eifel model. This was essentially the same unit that Ford would fit in the Ford Taunus P1 (and, at their Dagenham plant the Ford Anglia ) until 1959. In the 1939 Ford Taunus the car's 1,172 cc unit delivered a claimed 34 PS (25 kW; 34 hp), married up to a three-speed transmission controlled with a centrally mounted lever. Drive

488-518: A new, bigger engine. The engines of the 17M/20M P5 were continued, with only one addition on the top end. It was the Shrinking sales of the P7 forced Ford to offer a restyled car only one year later, and the new car was again called P7. Rear lights again mounted on corners. Here, to avoid confusion, it was called P7.2 , sometimes it is called P7b . The name "Taunus" no longer used. The 26M, introduced in 1969,

549-438: A single universal joint, positioned just behind the gearbox. The rear wheel bearings were positioned directly on the rear axle. The overall rear axle assembly seems to have been unusually simple, but the resulting stresses gave rise to a shortened axle life. The hydraulically operated simplex brakes were operated via a single circuit, which was usual at the time. The handbrake cable was prone to rust. The 6-volt electrical system

610-700: A starting point for the first Hyundai Stellar which succeeded the Cortina line in South Korea, handing over some major technical components such as the steering rack and the transmission propelling shaft to the otherwise non-Ford successor. In 1982 production of the Taunus ceased in Europe; it was replaced by the Ford Sierra . The Sierra carried over the Cortina/Taunus OHC Pinto Engines and RWD configuration but

671-554: A total 891 Volkswagen T3 Karmann Coachbuilt Motorhomes - all produced in Karmann Rheine factory and not at Osnabruck as commonly believed. From 1978 to 1996, a total of 3,103 Volkswagen LT -based models were produced. These included the LT "M", LT "L 1", LT "L 2", LT "L Distance Wide", LT "L Distance-Wide Gold", LT "H Distance-Wide", LT "H Distance-Wide Gold", LT "S Distance-Wide" and the top-of-the-line LT "Distance-Wide Autovilla". In 1991,

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732-698: Is a family car that was sold by Ford Germany throughout Europe. Models from 1970 onward were built on the same basic construction as the Ford Cortina MkIII in the United Kingdom, and later on, the two car models were essentially the same , differing almost only in the placement of the steering wheel. The model line was named after the Taunus mountain range in Germany, and was first made in 1939, and continued through several versions until 1994. The Ford Taunus G93A

793-499: Is the top-of-the-line version with a new bigger engine (2.6 litres), bigger brakes, dual headlights, power steering, and the most luxurious trim level. V6-engines were slightly revised. The engine programme is enlarged; now, two base engines (V4 and V6) in six displacement sizes and nine power stages are available: The Ford 20M RS Coupé was made in Germany as a (2300 S) P7b and (2600) P7b. In the 1968 London-Sydney Marathon , Ford entered three Ford 20M RS from Germany and Belgium. In 1969,

854-693: The BMW 1 Series , and the Volkswagen New Beetle Cabriolet. The VW Karmann Ghia Type 14 is Karmann's best-known vehicle. Wilhelm Karmann Jr. conceived the idea in 1953, one year after taking over his father's car body company in Osnabrück. Karmann wanted to produce a sporty and open two-seater on the technical basis of the VW Beetle. Volkswagen was also interested in a sporty roadster that would be loved by American soldiers stationed in Europe and taken to

915-687: The Chrysler Crossfire (2003) and Mercedes-Benz CLK Cabriolet (A209, 2003) were produced as complete vehicles. Production of VW's Vento/Jetta (1992/93) and the Golf Variant A3 (1997/99) also shifted from Volkswagen in Wolfsburg to Karmann in Osnabrück. From 1985 to 1989, Karmann produced the Merkur XR4Ti (an American-market version of the Ford Sierra for the Merkur brand); and from 2003 to 2007,

976-520: The A-pillars, and several alternative body shapes became available, added by traditional coach-builders such as Karmann of Osnabrück, Drauz of Heilbronn and Plasswilm in Cologne. Coach-built Ford Taunus versions include two- and four-seater cabriolets with two doors, a special four-door cabriolet for use by police forces, small three-door station wagons and even four-door taxis. In May 1950 Ford introduced

1037-758: The Beetle Cabriolet and Karmann Ghia, all cabriolet variants of the VW Golf as well as the Scirocco , and Corrado were built by Karmann. The 1960s saw the expansion of the company and further vehicle plants were set up in São Bernardo do Campo (Brazil) and Rheine . In the years after 1965, complete vehicles and bodies of the BMW New Class Coupé , and its successor, the larger E9 , were produced in Rheine. Installation of

1098-524: The Chrysler Crossfire coupe and convertible for Chrysler, at the time DaimlerChrysler. Many Karmann-built vehicles feature a small wagon wheel emblem, the coat of arms of Osnabrück , where the company was founded. A large part of the development of the Crossfire was done independently by Karmann, and the vehicle was produced at their Osnabrück facility. Karmann U.S. also supplied the top sub-assemblies for

1159-481: The Cortina Mk III and their successors have been produced in slightly updated forms in Europe, Argentina and widely across Asia by Ford or their local co-operators. Cortinas were also built in small numbers starting with the predecessor Cortina Mk II throughout the model series' European/east Asian lifespan under license by Korean automaker Hyundai. This led to the Cortina 80 at the end of its production life serving as

1220-607: The Ford headquarters in Detroit mainly between the then recently appointed chief of design E.T. "Bob" Gregorie and Lincoln-Mercury division manager Edsel Ford, the son of Henry Ford. The bodyshell was supplied from the Berlin plant of pressed steel experts, Ambi Budd . Like the Eifel, the Ford Taunus came with rigid axles, but with the innovation of hydraulic brakes. The Taunus was designed to take

1281-628: The Karmann Ghia Cabriolet and 1961 the bigger Type 34, the Karmann Ghia 1550, the design of which also came from Carrozzeria Ghia. In the quantities produced by Karmann, the Karmann Ghia coupés and convertibles were later slightly surpassed by both the Golf Cabriolet and the Scirocco; only when the first Karmann Ghia types were added together via the coupé and convertible was the Karmann Ghia

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1342-638: The Karmann motorhome design was updated and based on the Volkswagen T4 . The Gipsy and Cheetah models names were retained in the form of the Gipsy I (SWB) and Cheetah (LWB). In 1996 two new models were introduced namely the Colorado and Missouri. The Volkswagen Transporter (T5) -based versions were introduced in 2003. On 8 April 2009, Karmann filed for insolvency proceedings due to the sharp decline in demand for cars, and

1403-650: The P4. In 1970, the P6 was replaced by the Taunus TC. Growing prosperity in postwar Germany encouraged Ford to offer a line of bigger and more expensive cars. The Ford Taunus 17M of 1957 was as long as (though significantly narrower than) the British Consul Mk2 , but a different car. It presented a style similar to American 1955 Fords , featuring substantial (at least by European standards) tailfins . The transatlantic flamboyance of

1464-539: The Taunus G73A was little changed from the 1939 G93A, retaining the familiar 1,172 cc side-valve engine first seen in the 1935 Ford Eifel . With gasoline/petrol availability in Europe restricted to low-octane fuels, the 34 PS (25 kW) maximum power output was also unchanged, supporting a claimed top speed of 105 km/h (65 mph). It was not possible to adjust valve clearances and engines typically only lasted for 80,000 km (50,000 mi). Until 1950 all

1525-486: The Taunus Special, which featured a four-speed gear change controlled with a column-mounted lever. Externally the "Special" made extensive use of chrome, notably on an enlarged front grill and on the bumpers. The rear window was enlarged and flashing-light direction indicators replaced semaphore-style flippers . January 1951 saw the introduced of a Taunus de Luxe, with a one-piece windscreen and many extras. Technically

1586-521: The Taunus, a mid-size car intended to slot into the range between the little Ford Eifel and the company's big V8 models. The car was presented to the public in June 1939. Although the structure of the car did not follow the revolutionary monocoque structure heralded by the Opel Olympia , the Taunus did have its body welded to the chassis rather than having the two elements simply bolted together. Essentially,

1647-460: The Taunus, using the model names 12M, 15M, 17M, 20M, and 26M (on some Scandinavian markets, for a short while the branding 10M was used on a slightly better-equipped export version of the early Taunus, which is said to be the precursor of later uses). The "M" is said to stand for " Meisterstück ", in English "Masterpiece", but that word was found to be already registered by another German automaker. Taunus

1708-740: The USA. Luigi Segre , the boss of Carrozzeria Ghia in Turin, was included in the plan on the occasion of the Geneva Automobile Salon. A chassis of the beetle was shipped from Osnabrück to Italy and Segre put a self-designed body on the chassis. To Karmann's amazement, Segre presented him in Paris not a roadster, but a coupé. Shortly afterwards, the automobile artwork was presented to the VW General Director back in Osnabrück. VW boss Heinrich Nordhoff liked

1769-403: The auspices of Ford of Europe, and most major components including key parts of the bodyshell were identical. At the end of November 1975, in time for the 1976 model year, production began of the Taunus series "GBTS". The Taunus and Cortina Mk IV were in most cases now almost identical, apart from regional variations (in terms of specification changes and trim levels). The Taunus TC along with

1830-561: The car's styling gained it the sobriquet "Baroque Taunus", showing styling influences from the North American Mercury Monterey of the same time period. Unusually for middle-class German cars of this period, it was available with either two or four doors. The competition noticed, and from 1959, buying an Opel Rekord with four doors was possible. The P2 used an overhead-valve (OHV) engine with 1698 cc and 60 hp (44 kW). A maximum speed of 128 km/h (80 mph)

1891-411: The cars came with a three-speed transmission incorporating synchromesh on the top two ratios. The gear boxes were prone to problems, especially regarding the second gear, and in order to rebuild the gearbox it was necessary first to remove the engine or, better still, the back axle. Rigid axles front and back were suspended using leaf springs. The drive shaft was enclosed in a steel tube and featured only

Ford Taunus G93A - Misplaced Pages Continue

1952-458: The cars in Rheine with 280 horsepower (209 kW) 343 cu in (5.6 L) V8 engines. About 90% of the necessary components were shipped by boat from the U.S. All were SST trim versions and their name, Javelin 79-K stood for AMC's "79" model number and the "K" for Karmann. A small number of vehicles were also produced in Brazil (São Bernardo do Campo). The Osnabrück facility also produced

2013-872: The chassis and body panels of the Spyker C8 Spyder . The production facilities in Osnabrück, Chorzów , Poland, Yokohama , Japan, Sunderland , UK, Puebla , Mexico, and Plymouth Township , U.S. manufactured roof systems for convertibles including the Mercedes-Benz CLK, the Renault Mégane CC, the Nissan Micra C+C , the Pontiac G6 , the Chrysler Sebring, the Ford Mustang, the Bentley Continental ,

2074-451: The company's financial obligations. The employment protection contracts of the large OEMs with the unions and the technological progress in vehicle construction led to the fact that the production of niche vehicles was no longer outsourced, but rather carried out within the OEM production network. Volkswagen, Karmann's longtime partner, revealed on 24 October that it had made an offer to acquire

2135-643: The company. On 20 November, Volkswagen took over the factory buildings, machinery, plant and land from the Karmann insolvent estate. With the exception of roof systems, Volkswagen Osnabrück encompasses former Karmann divisions: production systems (metal group), press shop, body shop, paint shop, assembly and technical development. On 4 November 2010, Finland's Valmet Automotive signed an agreement to buy Karmann's roof-component sections in Osnabrück and Żary , Poland. Karmann's North American operations were sold in August 2010 to Webasto Group . Effective 25 February 2010,

2196-544: The convertible variants of both the third-generation Chrysler Sebring and Ford Mustang . Karmann assembled complete knock down (CKD) kits in an agreement with American Motors (AMC). In 1968, AMC introduced the Javelin , a new competitor in the U.S. " pony car " segment. AMC did not have a manufacturing subsidiary in Europe, therefore, Karmann assembled the American-designed car for distribution in Europe. Karmann built

2257-416: The coupé with its flowing lines and rounded shapes, so he agreed to build the car on the same day. In the first year of production, a total of 10,000 coupés were delivered instead of the planned 3,000 units. The VW Karmann Ghia became a sales success with over 360,000 units, even if the performance of the car with only 30 HP and 115 km/h top speed did not correspond to the sporty appearance. 1957 followed

2318-410: The driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volkswagen Beetle . The new Taunus, however, provided greater interior width than its predecessor, despite being no wider on the outside. Although the 1.7-litre version was launched with

2379-704: The engine and final assembly were handled by BMW at the Munich plant. In the late 1970s and 1980s, Karmann produced the body shell of the BMW 6 Series Coupé and the convertible models of the Ford Escort as complete vehicles. From the beginning of the 1990s, the Ford Escort RS Cosworth , European-market Kia Sportages and from 1997 the Audi Cabriolet (type 89) and the Audi A4 Cabriolet (from 2002), as well as

2440-410: The expanding automobile industry. Karmann became known for its work on convertibles , coupés , and other niche models. After World War II and the reconstruction of the plant destroyed in the war, Karmann turned its focus on contract manufacturing and development for Volkswagen . As early as 1935/36, Ferdinand Porsche had asked Karmann to investigate the possibilities of developing a prototype for

2501-460: The first Taunus TC, a fashionable fast-back coupé was also included in the Taunus range. This model also formed the basis of the Cortina Mk.III , but with different door skins and rear wing pressings from the "coke-bottle" styling of the Cortina. In addition, there was never a Cortina III equivalent to the fast-back bodied Taunus TC coupé. The Taunus TC and Cortina Mk.III were both developed under

Ford Taunus G93A - Misplaced Pages Continue

2562-581: The introduction of the new 12M line (internal code P4) for 1962 came the V4 engine , which starting in late 1964 with the larger 17M/20M became the base engine for the Taunus M-series. The 20M and 26M models had the Ford Cologne V6 engine , which is basically the same engine design with two extra cylinders added. The 12, 15, 17, etc. numbers refer to the engine displacement ; 1200, 1500, 1700 cc, etc. However,

2623-606: The luggage rack over the driver's cab. Approximately 1,000 units were produced through 1979. With the introduction of the Volkswagen T2/3 - also known as the (T3/Vanagon/Transporter/T25) in 1979, the motorhomes received a permanent overhead area with a bed for two people. Called Karmann Gipsy, 741 were made between 1980 and 1992. This number excludes 30 or more Type 3 Syncro models made between 1986 and 1989, and 7 Syncro 16" models made between 1991 and 1992. In addition 113 Cheetah T2/3's were manufactured between 1986 and 1990 to make

2684-542: The most successful Karmann vehicle. Since its beginning in 1901, Karmann built more than three million complete vehicles of the models as follows, exceptions as indicated: The first Karmann motorhomes were launched in 1974 based on the Volkswagen Type 2 'Bay Window' chassis. The bodies were of a sandwich structure. These motorhomes had two beds, kitchen, shower, waste water tank, rear body supports, leisure battery, toilet, water heater and gas heating. Options included

2745-462: The platform was a stretched floorpan and frame inherited from its predecessor Eifel. The advertised price at launch was 2870 Marks , but customers had the option of paying an extra 22 Marks for a shatterproof windscreen. Stylistically the new car followed the 1930s fashion for streamlining, but with a North American flavour inspired by the Lincoln-Zephyr of the time. Design work was carried out at

2806-664: The pressed-steel bodywork had during the war remained in Berlin with the US owned body builders Ambi Budd, and after lengthy negotiations with the Soviet military authorities was eventually released. Due to lack of available space at Ford's Cologne plant, production of the first 1948 cars was subcontracted to Volkswagen in Wolfsburg and Karmann in Osnabrück, but in November 1948 the entire production process

2867-405: The previous year. Its convertible roof components were purchased by Webasto , Magna Steyr and Valmet Automotive , while the Osnabrück assembly plant, vehicle development, tools and assembly systems were transferred to Volkswagen. Karmann was established in 1901 when Wilhelm Karmann purchased Klages, a coachbuilder founded in 1874, and renamed the business. The company then grew together with

2928-423: The same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter body shell. The front end styling is reminiscent of the 1961 U.S. Ford Thunderbird and Lincoln Continental. Three engine sizes were now offered: The Ford Taunus P5 came with a new body and new engines. The 17M now gets a V4 engine: New 20M gets

2989-426: The war, with other German auto-plants destroyed by bombing or crated up and shipped to the Soviet Union , the priority for the occupying powers at Ford's plant was for the continued production of light trucks. However, even in 1946 various detailed improvements had been built into the prewar Taunus design. Two years later, in May 1948, the new Ford Taunus G73A was exhibited at the Hanover Export Fair . The tooling for

3050-428: Was a German automobile manufacturer and contract manufacturer based in Osnabrück , Germany. Founded by Wilhelm Karmann in 1901, the company specialised in various automotive roles, including design, production and assembly of components for a wide variety of automobile manufacturers , including Chrysler , Porsche , Mercedes-Benz and Volkswagen Group . The company was broken up in 2010, after filing for bankruptcy

3111-525: Was a development of the Ford Eifel , and used the same 1172-cc four cylinder engine, but in a longer chassis and a streamlined body. It was the first German Ford to have hydraulic brakes. First introduced in 1939, production was halted in 1942 due to the war. Production recommenced in November 1948 after the British Occupation had ended. In total, 7,128 pre-war Taunuses (G93A) were made, including estate cars and light vans, followed by 76,590 post-war models (G73A). From 1952 to 1968, all German Fords were called

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3172-407: Was also sometimes adopted as the brand name in export markets, particularly where British and North American Fords were also available. The 12M, 15M, and 17M models had an engine, which in the first 12M was a carryover of the sidevalve (flathead) engine from the first Taunus series, and beginning with the 15M, it was replaced by an overhead-valve design similar to the British Ford Consul engine. With

3233-430: Was normal for small cars of the time, as was the requirement for an oil change every 1,500 km (roughly 1,000 miles) and a larger inspection every 4,500 km (very roughly 3,000 miles). In January 1952 the successor model, Ford's ponton format Taunus P1 went on sale, although availability of the old G73A model continued until autumn: by this time 76,590 had been produced. Ford Taunus The Ford Taunus

3294-447: Was not a new car, but a reworking of the 1952 model. All cars were called 12M, though both engines were continued. The car with the bigger engine was called Taunus 12M 1.5-litre. Body styles were the same as in the 1952 model. The new Ford Taunus 12M P4 was similar in size, but a completely new car based on the Ford Cardinal project: New body, new V4 engine , front-wheel drive. It was the first Ford car with front-wheel drive (second

3355-425: Was otherwise an all new car with independent suspension all round. The Taunus was produced in Argentina from 1974 up until the end of 1984, when the production assembly was sold to Turkey to manufacture the Otosan Taunus. The Turkish car, easily distinguishable because of its remolded front and back panels continued in production until 1994. Karmann Wilhelm Karmann GmbH , commonly known as Karmann ,

3416-475: Was produced only as a two-door saloon/sedan with rear-hinged doors. As the war continued, Ford became increasingly important as a producer of light trucks to support the war effort, and in February 1942 passenger car production came to an end at the Ford plant. Only 42 of the cars were assembled at the Cologne plant in 1942, but production had held up well through much of 1940 and by the time passenger car production ended 7,100 Taunus G93As had been produced. After

3477-407: Was quoted. A road test of the time commended the smoothness of the three-speed, all-synchromesh manual transmission system. The Ford Taunus P3 had a completely new body in a very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne ". At a time when competitors boasted that all four corners of the vehicles were visible from

3538-429: Was taken in house by Ford. 182 Taunus sedans and 144 light deliveries were built during 1948. At this stage, as in 1942, only a single body style was available. The 1948 Ford Taunus was a small fast-back saloon with two rear hinged doors, and available only in Night Shadow Grey, presumably reflecting paint availability in the aftermath of war. In 1949 Ford added a Taunus version with body panels fitted only as far back as

3599-400: Was the Ford Corcel , third was the Ford Fiesta ). Engines available included: Body styles were two-door sedan, four-door sedan, two-door coupé, two-door station wagon, and sedan delivery. The Ford Taunus P6 came with new bodies, whilst engines and platform were continued. The car with the bigger engine was now called 15M again. Engines available included: Body styles were unchanged from

3660-492: Was the first new German Ford after World War II. It featured ponton styling, similar in style to British Ford Zephyr . Something else the new Ford Taunus 12M had in common with British Fords was the retention of an old side-valve engine at a time when competitors were increasingly moving over to overhead-valve units. The Taunus 15M used a new and more powerful engine: Body styles were two-door sedan , two-door station wagon , and sedan delivery . The second generation 12M

3721-413: Was transmitted to the rear wheels. The German auto industry did not undergo the same very rapid switch-over to war production as that experienced in Britain, but passenger car production in Germany was nevertheless restricted by government policy, and there was never more than a single prototype to represent the company's original intention to offer a cabriolet version of the Taunus G93A. The pre-war car

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