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40-538: 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

80-454: 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

120-560: 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

160-598: 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

200-463: 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

240-580: 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

280-526: 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,

320-438: 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

360-734: 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

400-722: 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

440-499: 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,

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480-530: 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

520-488: 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

560-626: 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

600-669: 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

640-545: 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

680-493: 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

720-531: 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,

760-465: 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

800-403: 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

840-574: 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)

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880-411: 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

920-410: 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

960-466: 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

1000-598: 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,

1040-469: 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

1080-742: 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

1120-423: 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

1160-605: 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

1200-652: 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

1240-478: 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

Ford Taunus G93A - Misplaced Pages Continue

1280-430: 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

1320-509: 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

1360-535: 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 Too Many Requests If you report this error to

1400-531: 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

1440-407: 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

1480-497: 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

1520-518: 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

1560-492: 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

1600-528: 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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