The Ford Taunus TC is a range of large family cars that were built by Ford Germany from 1970 until 1982. The Taunus TC was based on the same basic construction as the Ford UK 's Cortina range, with the "TC" badge standing for Taunus Cortina.
109-734: In September 1970, a new Taunus , the "Taunus Cortina" (TC), was introduced by Ford Germany . Ford offered a two or four door sedan/saloon and a five-door station wagon/estate (identified as with previous Taunus station wagons, as the Taunus Turnier ). Between 1970 and 1975, when the Taunus TC gave way to the Taunus TC2, a fashionable fast-back coupé was also included in the Ford Taunus range. Unlike in Britain, Ford Germany saw
218-673: A 1.3, as for the GXL) received bucket seats with built-in headrests, full instrumentation, a leather steering wheel, and twin headlamps amongst other equipment. Lastly, the top-of-the-line GXL added all the comforts of the XL with the sporty equipment of the GT and additional extras such as a vinyl roof, a dual-tone horn, and deeper carpeting. This model also formed the basis of the Cortina Mk III , but with different door skins and rear wing pressings from
327-598: 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
436-787: A German-designed Ford at the time, the 20M was produced in right hand drive in South Africa , where it was available with a 3.0-litre Essex engine . A version of the 17M was also marketed, fitted with the locally built two-litre Essex V4 , as well as one version powered by the Essex 2.5-litre V6. Production of the P7 came to an end in December 1971. Some sources give the car's final year as 1972 which presumably reflects Ford’s ability to continue to supply, from “inventory” cars that could be registered as new, though they had been manufactured during
545-542: A colour matched grille. Ford Taunus The Ford Taunus 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
654-595: A consistent quality level due to an increasingly uncooperative workforce, a problem across the UK motor industry. Ford in Germany seemed to have less trouble manufacturing cars to plan, with their plant in Genk (Belgium) still less than 10 years old and another new plant , at Saarlouis , having commenced large-scale production only in 1970. The problem in Germany was the different one of Ford's inability to retain market share against
763-506: A conventional wishbone suspension, which eschewed shock absorbers and gave the car a soft 'freeway' ride and, with the heavier 6-cylinder engines, a tendency to excessive understeer. Press criticism of the trade-off between the car's road-holding and ride-comfort soon evolved into a more general critique, not convincingly addressed by the manufacturer for several years, that Ford had launched the Taunus TC before they had finished developing it. A telescopic steering column designed to collapse in
872-561: A fake air scoop on the bonnet and 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,
981-527: A four door sedan or two-door coupé, and was distinguished by its black vinyl roof and increased use of chrome and wood décor for its interior embellishments. In most important respects, the underpinnings of Taunus P7 were remarkably little changed from those of the previous model. However, with the 1967 models, Ford did finally join other automakers at this level of the market in providing a 12-volt electrical system at no extra cost. A four-speed all-synchromesh manual gear box came as standard feature. The gear box
1090-540: A little more car for the money than their principal rival. The Granada was nevertheless shorter than the P7, implying also some acknowledgment by Ford themselves that the Ford P7 had simply taken up more road space than the market expected of a large family car. The Granada was also shorter and narrower than the Ford Zephyr Mk IV produced by Ford of Britain, despite aspiring to replace both the P7 in Germany and
1199-403: A long list of possibilities as might have happened a few years earlier, customers were now encouraged to select from a range of "equipment packages", identified by suffix letters. The standard Taunus was identified in sales material as the "Taunus N", while progressively more extensive or sporty packages of extras were identified in 1970 with the suffixes "L", "XL", "GT", and "GXL". The base version
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#17327982065341308-492: A new body and new engines. The 17M now gets a V4 engine: New 20M gets 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
1417-581: A niche in the market for a more "sensible" coupé model than the Capri , which also meant that care was taken to retain as much as possible of the sedan's luggage and rear seat accommodations. The Ford Taunus TC series was conceived in the late 1960s to be a "world car" alongside its technical sibling the Cortina Mk III, with development and design work taking place on both sides of the Atlantic. The car
1526-547: A rare sight even in the markets where they were most popular. For example, the British Cortinas of this generation sold more than 1,000,000 units, but little more than 2,000 were in circulation by 2006. The Taunus, however, can still be encountered in traffic in places such as Spain, Germany, and Scandinavia , and there are active owners clubs across Europe. The Taunus TC was produced in Argentina from 1974 up until
1635-787: 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
1744-568: A style similar to American 1955 Fords , featuring substantial (at least by European standards) tailfins . The transatlantic flamboyance of 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
1853-403: A succession of family saloons/sedans from Ford Germany since 1957, but the introduction of the 1967 car coincided with the removal of the “Taunus” name. Nevertheless, for the avoidance of confusion, the 17M and 20M models introduced in 1967, as well as the 26M introduced in 1969, are usually identified, in retrospect, as the Ford P7. It was the seventh newly designed German Ford to be launched after
1962-557: A three-speed automatic gearbox. The Argentine Taunus TC models did not share the European engine range, instead using the similar "Lima" engine - for Argentina with 2.0 as well as 2.3 litres displacement. This was derived from the "Pinto" engine but differed in several respects. The most powerful engine available in the Argentine Taunus was an updated version of the "Lima" with an upgraded camshaft, new exhaust headers and
2071-536: A twin barrel 36/36mm Solex carburetor. None of the Argentine Taunus models came with six-cylinder engines. In total, 197,031 Taunuses were built in Argentina. Even though the Taunus/Cortina is not a usual sight any more in European countries where it used to be a best-seller, plenty of the cars survive in Argentina, where a number of Clubs keep the cars in top condition, while many are still used as for regular family transport, especially in rural areas, such as
2180-593: A year following the launch of the Taunus TC2, but in September 1976 the Cortina Mark IV was introduced in Britain, after which the Taunus TC2 and Cortina Mk IV were almost identical, apart from regional variations in terms of specification changes and trim levels. Internally, they were for the most part differentiated by the driving position: LHD (left-hand drive) cars were badged Taunus while RHD (right-hand drive) cars were badged Cortina, generally regardless of
2289-499: 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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#17327982065342398-440: The 1973 oil crisis . Ford Germany output in 1974 was down by slightly under 40% on the previous year. (Opel output was down by 33% over the same period.) Even in 1974 the Taunus was Ford Germany's top model, beating the smaller cheaper Escort if only by a small margin. In 1975 Taunus output recovered to 181,530, although by now the Taunus was no longer Ford Germany's top performer, with 215,760 Escorts produced by Ford German in 1975,
2507-770: The Club Taunus Argentina In 1984 the Argentinian Taunus production line was sold to Ford Otosan in Turkey where the manufacture of the Otosan Taunus now took place. The Otosan factory also created a truck version called the P100. There had previously been a South African-built Cortina Mk V-based Ford P100 pick-up truck, but the Otosan design is entirely different. Based on the Taunus rather than
2616-604: The Escort having belatedly gained wider appeal with German buyers, following the launch in December 1974 of the less cramped Mk II version. At the end of November 1975, in time for the 1976 model year, production began of the Taunus series "GBTS", also known as the "Ford Taunus TC2". Ford of Britain continued to sell the Cortina Mark III , the Dagenham produced version of the earlier Taunus TC, for more than half
2725-512: 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, 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
2834-652: The Geneva Motor Show in March 1972 before formally presenting the Ford Consul/Granada . The new car came with engine sizes ranging from 1.7 to 3.0 litres, the largest engine resulting from the car’s status as a joint project between Ford of Britain and Ford of Germany . In Germany, the new car featured a longer wheelbase and a larger engine at the top of the range than the market-leading Opel Rekord D , indicating that Ford wished to continue offering
2943-637: The Opel Rekord , the Taunus TC2/TC3 (like the TC before it) achieved market place success through a combination of good looks and aggressive pricing. The mechanically conservative car was widely regarded as dependable, despite never entirely ridding itself of irritating defects and weaknesses which a more rigorous development process should have prevented. When, in 1979, the Taunus TC3 (also known as
3052-605: The Second World War , so it was from inception known within the company as Ford Project 7 (P7) or more simply as the Ford P7. During the months following its introduction, sales were disappointing and the company rushed to produce an extensively face-lifted model. This appeared, with various styling changes and a modified range of engine options, in August 1968, less than a year after the P7’s introduction. To differentiate between
3161-617: The Taunus mountain range in Germany, and was first made in 1939, and continued through several versions until 1994. The Ford Taunus G93A 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
3270-570: The Taunus P5 . It is also noteworthy that the market segment for large family cars represented a greater share of the total market in Germany than in most European markets. Germany’s top selling large family car, the Opel Rekord was for several years the second best selling car in Germany, beaten to the top spot only by the Volkswagen . With 155,780 units sold during the ten month life of the P7a,
3379-483: The previous model , but the new body was nevertheless longer and wider, though lower. This reflected the design trends evident throughout western Europe at the time, but the extent of growth in the footprint of the Ford P7 was matched by few other cars, although a very similar trend had been evident at Dagenham where Ford of Britain ’s new Zephyr Mk IV model had also excited national press comment because it took up so much more road-space than its predecessor . The P7
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3488-639: The "XL" (and more exalted) trim packages, now became standard across the Taunus range. The other major change was to the interior, with the steeply sloping and highly stylised dashboard of the original car replaced by a more angular and plainer design but with much improved ergonomics - this fascia would stay with the Taunus into the TC2 and TC3 versions. Ford Germany 's Taunus output, which had slumped from 245,955 cars in 1973 to 138,357 in 1974, recovered to 181,530 in 1975. On manual transmission 1593 cc four-cylinder engined cars September 1973 also saw small changes to
3597-480: 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 unification of Ford Europe's model range had started with the Escort and Capri and was continued (albeit to a lesser degree) with the Taunus and Cortina. The Taunus TC and Cortina Mk III were thus both developed under the auspices of Ford of Europe, and most major components, including
3706-523: The 1,290,164 mechanically similar Audi 80s to the figure given here for the Volkswagen Passat. Despite its strong performance in the market place, by 1980, with new contenders from Volkswagen and Opel arriving, the output data suggest that the age of the Taunus TC's basic design was beginning to count against it. In a sector which gained in significance during the increasingly cash-strapped 1970s, as many buyers traded down from larger cars such as
3815-534: The 1294 cc-engined car could be ordered, at extra cost, with a three-speed automatic transmission. The automatic box offered was no longer a Borg Warner system, but Ford's own C3 transmission produced at the manufacturer's transmission plant in Bordeaux which had opened in 1973. Since 1970 the Taunus TC had competed head-on for market-share with the Opel Ascona , and in 1973 the two were joined in what
3924-501: The 17M and the 20M was a V6 “high compression” 2293 cc unit . This shared the 60.14 mm (2.4 in) stroke of the two-litre motor, but had its cylinders bored out by an extra 6 mm (0.2 in) to 90 mm (3.5 in). The 1.7- and 2.0-litre units were available either in low- or high-compression forms. The high-compression engines offered a claimed increase of about 5 PS (4 kW; 5 hp) in maximum power, but drivers of high-compression engined cars had to pay more at
4033-434: The 1960s rival manufacturer Opel had set the pace in terms of frequent model changes and facelifts, reflecting North American practice and the deep pockets of its General Motors parent. The mainstream German owned auto-makers that had survived till 1970 had not attempted to follow Opel down this path, but Ford had settled into a pattern of generally four-yearly model changes. From production statistics between 1970 and 1973
4142-417: The 26M offered the same 125 PS (92 kW; 123 hp) as the top version of the 2293 cc unit previously offered in the 20M, but in the 26M torque was increased by 10%. The body was an all-steel monocoque structure, following what had by now become a universal pattern among the larger European automakers. Promotional material made much of the spacious interior and massive boot/trunk space resulting from
4251-471: 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 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
4360-424: 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
4469-534: The Cortina, it also did not use the South African load-bed structure, preferring their own design which featured foldable sides (reminiscent of the Peugeot U10) and it used the shorter front doors from the four-door body. The Otosan Taunus was also differentiated from Taunus TC3s previously built in Europe and Argentina by its distinctive sculpted front panel with rectangular or dual square headlights and
Ford Taunus TC - Misplaced Pages Continue
4578-533: The Ford P7b a slogan coined for Bahnsen’s innovatively styled 1960 Taunus P3 , „Linie der Vernunft“ which loosely translates as “rational form”. This they now applied to the P7b. Now, as ten years earlier, the intention was to point up an aesthetic contrast between a newly simplified 17M model and an over-decorated predecessor. The P7, with its wider engine range was aimed at a significantly broader market segment than
4687-565: The TC3 nose and its own unique taillights lay-out. These post-1980 Argentine Taunus fast-back coupés also featured improved performance and a refashioned interior: they used the name "Taunus SP" or "Taunus SP 5", the "5" referring to the five-speed manual gearbox now available as an option. Apart from the five-speed option, the transmission choice, as for the European Taunus TCs, lay between a four-speed manual and, for larger engined cars,
4796-493: The Taunus TC was evidently a commercial success, but in 1974 sales were dipping alarmingly, as customers waited for a new Ford Taunus. A new Taunus was not yet ready for launch, but in September 1973 the existing model received a facelift with various changes in respect of trim package and engine combinations. The Taunus TC also received a new grill, now incorporating a second pair of front lights: rectangular headlights, reflecting contemporary styling trends, but hitherto restricted to
4905-531: The Taunus TC. The less powerful Taunus TCs were powered by a new four-cylinder OHC engine that was shared with the newly introduced American Ford Pinto and was offered, at this stage, with 1294 cc or 1593 cc: a 1993 cc version of the four-cylinder engine would be added from 1976 in the Taunus TC2. In the meantime, signalling a move away from the strategy followed with the Taunus P6 , customers willing to pay for more power could now specify one of
5014-521: The Taunus if one added the 196,512 Vauxhall Cavaliers built, on behalf of Vauxhall at Opel's Antwerp plant, and be boosted further if one added the 534,634 mechanically similar Opel Mantas that shared the Ascona's production line. During the six years between 1976 and 1982 Volkswagen produced 1,360,312 Passats. To make the Volkswagen group the convincing winner in this contest it would be necessary to add
5123-569: The Taunus series "GBFS") replaced the Taunus TC2 the major components remained basically the same. In the UK Ford presented the facelifted car as the "Cortina Model 80", although it quickly became known, if only informally, as the Cortina Mk 5. Again, the 1979 differences tended to be played up more in respect of the Cortina badged car assembled in Dagenham than in respect of Ford Germany 's Belgian assembled Taunus badged cars. Innovations in
5232-518: The Zephyrs and Zodiacs in Britain. The large British Zephyrs had also been criticised for having become too large for the market niche their predecessor models had established, and only 102,417 Zephyrs together with 48,846 Zodiacs had been produced since the UK launch of the Mark IV versions of these cars in the spring of 1966. Publicity emphasizing the “European” style of the new Granada was, therefore,
5341-403: 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
5450-793: 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 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
5559-576: The bigger engine was now called 15M again. Engines available included: Body styles were unchanged from 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
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#17327982065345668-430: The body and most of the elements of the 20M, but added to it a long list of luxury touches such as the automatic gear box, power steering, sunroof, twin headlamps, bigger front brakes and tinted windows. The 26M also offered a new V6 engine of 2550 cc. The cylinder dimensions were identical to those of the four-cylinder 1699 cc V4 engine from the 17M, which helped with the standardisation of componentry. The larger engine in
5777-483: The body work including a kink outlined in the panel below and slightly ahead of the C-pillar, which was one of the decorative features that had been criticised for what was seen as a sign of excessive Anglo-American influence. What was left was a simplified form that in some ways left the car looking larger than ever, but the overall impression was calmer. The Marketing Department researched their files and retrieved for
5886-420: The car was actually being produced at a significantly slower rate than the less ambitiously targeted Taunus P5 . The company’s hard work in promoting the car, the simplified lines of the P7b, and a relatively benign economic backdrop accounted for an improved rate during the period of slightly above three years between August 1968 and December 1971 during which 567, 482 of the cars were produced. The dominance in
5995-526: The car's commercial success should perhaps combine data for both the Taunus TC and the Cortina Mk III which got off to a slow start thanks to a lengthy plant shut down resulting from a succession of strikes in 1970. Nevertheless, separating out figures for the Ford Taunus TC, produced under the auspices of Ford Germany at their Belgian plant , an hour down the road from their German head office, approximately 250,000 cars were produced during each of
6104-424: The car’s 1,756 mm (69.1 in) width, and the correspondingly wide track was credited with ensuring good handling and road holding. Body configurations were the same as those offered on the previous (Taunus) 17M range. Top sellers from the range were the two- and four-door saloons/sedans, and the three- and five-door “Turnier” station wagons were also heavily promoted. A version of the three-door “Turnier” with
6213-751: The choice of 2.3-liter engined cars was reduced with the delisting of the Ford Taunus Sport, but across the range it now became possible to specify an "S" options package which in essence comprised a stronger anti-roll bar and firmer suspension. In July 1982 European production of the Taunus TC3/Cortina 80 ceased; it was replaced in October by the Ford Sierra . The Sierra carried over the Cortina/Taunus OHC Pinto engines and "conventional" rear-wheel drive configuration but
6322-454: The compact V6 units carried over from the top range P7 models, the six-cylinder engines offering a choice between 1999 cc and 2294 cc engine displacements . All the Taunus engines except the smallest 1.3 litre unit could be specified in combination with a Borg-Warner B35 three-speed automatic transmission in place of the standard four speed manual box. The Taunus TC received its only significant facelift in September 1973. Through
6431-456: The country of assembly. However, where the German "Ford Taunus" name had no significant positive presence the "Ford Cortina" name was used in certain smaller LHD markets such as Greece , South Korea , Philippines , Israel (which took most of its LHD cars as Cortinas, sourced from the UK plant, till 1981) and Taiwan . The Taunus TC2 was essentially a "reskin" of the Taunus TC, and was in most markets presented as such. For Ford's Cortina buyers
6540-462: The earlier 17M had attempted. The antiquated rear axle would be replaced by a more up-to-date semitrailing arm arrangement on the successor model , but Ford nevertheless remained curiously attached to the old combination of a rigid rear axle and leaf springs, and by now. uniquely among Germany’s mainstream automakers, were still selling this rear-axle configuration to buyers of the Ford Capri until 1984. Various theories have been put forward as to why
6649-417: 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 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
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#17327982065346758-466: The end of 1984 and in Turkey, by Otosan , from 1984 till 1994. Before the launch of Argentinian production, the Taunus TC1 underwent a year of testing. Various critical chassis components were replaced with more robust equivalents due to the harsher roads of rural Argentina. Other components were re-sourced locally for reasons of availability, but most components for the Argentinian assembled cars still had to be imported from European Ford plants. One of
6867-517: The engine compartment with the 1979 TC3 model included a new "Economy carburetor", manufactured in-house by Ford, which gave rise to many complaints. Minor bodywork modifications affected the base of the side windows which was very slightly lowered. Other changes visible from the outside included bumpers that now wrapped round along the sides of the car as far as the wheel arches. The roofline became slightly higher on 2-door and 4-door sedans. The rear light clusters were made substantially larger and adopted
6976-408: The entire floorpan , were identical. Significant advances were made with the rear suspension. The previous large Taunus had featured a rigid rear axle, suspended using traditional leaf-springs, but with the TC Ford used a rear suspension configuration involving coil springs, with the axle located using two longitudinal and two lateral linkages. The front wheels, no longer driven, were suspended with
7085-468: The event of a frontal collision (rather than penetrate the driver's chest) had been mainstream in competitor models from Opel and Volkswagen for some time, and with the TC Ford now also incorporated this safety feature on their new mid-size range for Germany and mainland Europe. Despite obvious US-management pressure to maximize commonality under the skin, the range of engines fitted on the Taunus TC differed from that on contemporary Cortinas in respect of
7194-429: 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 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
7303-408: 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
7412-413: The front and drum brakes at the rear, but now with twin braking circuits as an additional safety feature, and servo-assistance. The 26M received enlarged front brake discs to complement its power-assisted steering, twin halogen headlights, and twin exhaust pipes. The front suspension geometry was developed from that of the Ford P5 and again incorporated MacPherson struts . Telescopic dampers also improved
7521-436: The front and drum brakes at the rear, their diameters unchanged. However, where in 1970 a buyer of the entry level 1294 cc would have found a brake servo only on the options list, servo-assisted brakes for the Taunus TC2 were standard across the range. On the six-cylinder cars, which had heavier engine blocks, it also became possible from August 1977 to specify as an option power assisted steering. The range of engine sizes
7630-411: The gear ratios for second and third gear. At this time lateral stabilizer bars were also fitted front and back which provided a belated answer to widespread criticism of the original car's propensity to wallow when changing direction or driving on irregular road surfaces. The Ford Taunus TC was more visually striking that its predecessor and was welcomed on account of its good looks. Overall evaluation of
7739-411: The legend has it, was put there on direct order from Knudsen. Otherwise the major design work is rumoured to have been done by German car designer Luigi Colani , who later supplied design concepts for BMW 's motorcycle division in the late 1970s. The lower end of the market segment previously occupied in Germany by the Ford Taunus P6 being targeted, since 1968, by the smaller Escort , the Taunus TC
7848-522: The less powerful cars, and the UK company's venerable ohv Kent engine never found its way into the Belgian assembled Ford Germany version of the car. The rather lumpy V4 engine that had powered the Taunus P6 models in the 1960s (and which, in enlarged and more powerful form, would live on to power Ford Germany 's Transit vans and full-size Granada model through much of the 1970s) was also passed over for
7957-464: The market dominance of (especially) Opel and Volkswagen in the context of overall market growth. The creation of a new transnational organisational structure headed up since 1967 by Ford of Europe pointed the way to closer integration at all levels between Ford’s principal European automaking businesses in Germany and Britain. Prelaunch pictures of its successor started to appear in the press soon after P7 production ceased, although Ford waited until
8066-658: The model produced before August 1968, and that produced between August 1968 and the end of 1971, the former is normally designated as the Ford P7a and the latter as the Ford P7b. The P7a had slightly different bodywork up front for the four-cylinder (17M) and six-cylinder (20M) models, with a 72 mm (2.8 in) longer front overhang. The P7b did away with this barely noticeable distinction. Between September 1967 and August 1968, 155,780 P7a models were produced. Between August 1968 and December 1971, 567,482 P7b models were produced. The Ford Taunus P7 inherited its wheelbase from
8175-715: The most significant technical differences is that the Argentine Taunus cars use Dana "Type 30" rear axles rather than the Atlas or Salisbury (according to engine size/torque) rear axles used by the European Taunus/Cortina. The Argentine models produced from 1974 were the "TC1" in four-door saloon versions (2000L, 2000GXL and 2300GXL) and the two-door fastback coupé (2300GT and 2300GT/SP) from 1974 to 1980. No Taunus TC estates or two-door saloons were produced in South America. The "TC2" (1976-1979) Taunus/Cortina
8284-413: The outside. Although the 1.7-litre version was launched with 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
8393-444: The overall silhouette of the P7 little changed, but a number of the fussier elements disappeared. The cheese-grater grill was replaced by a set of thin parallel bars and at the corners the meeting points between the lights and the bumpers were tidied up. The bumpers themselves were redesigned, with a new profile. The fake scoop on bonnet on the 20 TS was dropped, and also the "TS" name. Elsewhere various bumps and creases disappeared from
8502-449: The petrol/gas station for “super” grade higher-octane fuel. Across the range of engines offered in 1967, the maximum advertised power output ranged between 60 and 125 PS (92 kW; 123 hp) With the extensive facelift that followed the annual works shut-down at the end of summer 1968, the engine range was also broadened with the introduction of an 1812 cc V6 “high compression” unit. This 82 PS (60 kW; 81 hp) engine
8611-411: The preferences of Germany’s family car market than those of Ford’s marketing department. As on the previous (Taunus) 17M , the engine was front-mounted and drove the rear wheels. In 1967, where the previous 17M had offered a choice of only two engine sizes, the new car offered, from the beginning four, starting at the bottom of the range with the 1498 cc “low compression” V4 engine already offered in
8720-477: The previous year. That was not unusual, although ceasing production of a model in December was. Sales of the Ford P7 failed to keep pace with the growth in the German car market, which appears to have contributed to a major rethink. By 1971, Ford in the UK were still dominating local sales charts with their Escort and Cortina models, but were finding it increasingly difficult to manufacture cars to schedule or to
8829-509: The rear window and side windows. Parking became a little easier now that the rear corners of the car were visible from the driver's seat. From outside the car the most obvious change was the loss at the front of the "Knudsen Nose" which made for a less eye-catchingly individualistic look, but resulted in a more harmonious body shape. The suspension set-up was unchanged from that on the Taunus TC (as improved in September 1973). The twin circuit hydraulic braking system still operated on disc brakes at
8938-493: The reskin was a little more extensive, with the loss of the "coke-bottle" line which distinguished the Cortina Mk III from the 1976 Mk IV model, and promotional material in respect of the Cortina played up the differences between the Cortinas Mark III and IV. The Taunus TC2 retained an overall silhouette very similar to that of the Taunus TC, though actually all the principal outer body panels were newly shaped as were
9047-455: The same 'sawtooth' design being rolled out across the Ford range and also wrapped around the corners of the car sufficiently to be visible from the sides. There were only minor detail changes to the interior, with the dashboard remaining largely the same, but with centre air vents taking up the former position of the radio, which was moved down to an extended centre console. At the top of the range
9156-421: 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 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
9265-492: The sector enjoyed by the Opel Rekord was not challenged, however, and while neither Ford nor Opel will have been unduly alarmed by Volkswagen ’s ventures into the production of large family cars with their interesting but commercially unpersuasive 411/412 and K70 models , the arrival in 1968 of the Audi 100 suggested than the market place for large family cars was not about to become any more comfortable for Ford. Unusually for
9374-415: The side windows behind the B pillars replaced by steel panels was made available for people whose work and tax status called for a small van, but who nevertheless preferred to drive a car. A two-door coupé was offered. The Ford P7 was also the last of a long line of German Fords to be offered, at considerable extra cost, as a two-door coach-built Karl Deutsch cabriolet. The top-of-the-range 26M only came as
9483-463: The six-cylinder car achieved its maxima at lower engine speeds and some commentators found it more relaxing to drive. There were few changes to the interior of the TC2, since the dashboard, instrumentation and switchgear had already been redesigned for the 1974 model year version of the TC1 just two years earlier, although there were new steering wheel designs and updated trim materials. As before, all but
9592-405: The smaller 15M . Most 17Ms, nevertheless, continued to be delivered with the 1699 cc V4 . Also familiar to drivers of the previous generation of 17Ms will have been the 1998 cc V6 1998 cc , with which Ford continued to offer a six-cylinder saloon at a bargain price. The same 1998 cc engine was the entry-level unit for the new Ford 20M, which also shared the body of the 17M. Newly available in both
9701-476: The soubriquet "Taunus Badewanne ". At a time when competitors boasted that all four corners of the vehicles were visible from 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
9810-456: The spirit of the marketplace, at least in Europe. Doubts in the press would not have mattered too much if the new 17M had enjoyed a warmer welcome in the showrooms, but it was the warmer welcome received from the market in 1968 by two new entrants to the segment, the Audi 100 and the imported Peugeot 504 , which suggested that the antennae of the journalist may have been more accurately attuned to
9919-413: The suspension of the wheels at the back of the car where the steel beam axle and the semielliptical leaf springs would have been familiar to drivers of earlier Taunus models. The rear suspension setup was by now seen as rather outclassed in comparison with traditional rivals from Opel, and tended to undermine any aspirations for the 26M version of the relatively lowly 17M/20M to compete in a higher class than
10028-448: The three years 1971, 1972 and 1973, and in each of these years the Taunus TC was Ford Germany's top seller. Year by year output data for the rival Opel Ascona have not been located, but between 1970 and 1975 Opel produced 691,438 Ascona As, confirming that during its first three full years of production the Taunus TC was in the till now unusual position, for a German Ford, of outselling its Opel rival. World auto-sales were badly hit by
10137-480: The “Ford Taunus 17M” name of the P5 was replaced with “Ford 17M” for the P7. The most likely explanation seems to be that the Ford of Germany, which for the first time since the war, now had a German general (managing) director, in Max Ueber, who had previously worked as the company’s sales director, took the view that the longer name was for most purposes too much of a mouthful. The emergency face-lift of 1968 left
10246-407: Was also longer and wider than the Opel Rekord , which still set the standard for large family cars in Germany; a feeling in the press was expressed that its styling was more Anglo-American than mainstream European. An otherwise not unsympathetic review in August 1967 described the car as a Volksstrassenkreuzer , and expressed the view that such a “peoples’ boulevard cruiser” might be out of tune with
10355-407: Was controlled with a column-mounted lever in the lower-priced models, but floor mounting of gear levers was by now seen as a preferred location, and the more expensive models provided this. The automatic gear box, where specified, was also controlled using a floor-mounted level positioned between the two separate front seats. Also inherited from the previous model was the combination of disc brakes at
10464-476: Was developed under the supervision of Semon E. "Bunkie" Knudsen , till February 1968 a high profile General Motors executive and from early 1968 till Autumn/Fall 1969 Ford's Dearborn -based Chairman. The car is often nicknamed "Barock 2" (recalling the Taunus P2 series of the late 1950s, commonly known as the "Barock-Taunus") or "Knudsen-Taunus" in Germany, because of the prominent hood/bonnet scoop that, as
10573-412: Was fitted in an aggressively priced version of the 17M, offered at a starting price of 9150 Marks. 1968 also had the arrival of a new version of the V6 “high compression” 2293 cc unit, now offering 125 PS (92 kW; 123 hp). In 1969, a further bid was made to broaden the P7 range towards the market territory occupied by the smaller models from Mercedes-Benz . The 26M launched that year shared
10682-550: Was marketed as the Ford 17M , Ford 20M and Ford 26M . At launch, the 17M was available with four different engine sizes, ranging from 1.5 to 2.3 litres. The more lavishly appointed 20M was also offered, but only with the larger two engines. The range was subsequently broadened further, and from 1969, the 26M joined the range, featuring the same body, but a larger engine, automatic transmission as standard, and various other luxury features. The Taunus 17M name had been applied to
10791-532: Was never produced in Argentina. Production switched directly in 1980 from the Taunus TC to the "TC3"/"Cortina 80". Both saloon (2.0 L, 2.3 Ghia and 2.3 Ghia S) and Coupé (2.3 GT, 2.3 SP and 2.3 SP5) were produced, though again the station wagon bodied cars and the two-door saloons were excluded from the Argentinian line-up. As part of the 1980 upgrade, Ford introduced a face-lifted version of the "TC1" fastback coupé, since 1975 produced only in Argentina, featuring
10900-531: Was no longer free of a transmission tunnel, since with the Anglo-German design of the Taunus TC, Ford Germany abandoned, for the time being, front-wheel drive for this class of car, asserting that rear wheel drive was less expensive and simpler to produce and to maintain. (The obvious benchmark in the market place for the TC, the Opel Ascona , would also retain a "conventional" rear wheel drive configuration till 1981.) Rather than specify optional extras from
11009-412: Was not destined to be produced in large numbers, with Ford hoping that most customers would select one of the packages. A similar approach with "options packages" was being introduced in Germany by Opel at this time. The L was a more comfortably equipped base version, with the XL adding certain luxuries such as height adjustable front seats, a clock, and larger headlights. The sporty GT (not available as
11118-587: Was now a three-way tussle by the Volkswagen Passat . Strictly comparable production data for the three cars are not easily accessible, but if one leaves out Opels assembled in Britain as Vauxhall Cavaliers, then in volume terms the three-way tussle was narrowly won between 1976 and 1982 by the Ford Taunus TC2/TC3, with 1,583,699 cars produced. Between 1975 and 1981 Opel produced 1,316,459 Ascona Bs. The Opel figures would rise above those for
11227-560: 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. Ford P7 The Ford P7 is a range of large family saloons/sedans produced by Ford Germany between autumn 1967 and December 1971. The P7
11336-571: Was otherwise an all new car with independent suspension all round. Taunus production continued in Argentina until 1984. Here the fastback coupé version, discontinued from the European model line-up in 1975, remained in the Taunus range right until the end. South Africa also produced the TC3 until 1984 (although badged as "Cortina", as with the UK market version), with the P100 pickup version remaining in production in that country until 1987 when it
11445-426: 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) 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
11554-431: Was presented as a slightly upmarket replacement for the P6 which ceased production in August 1970. The 2,578 mm (101.5 in) wheelbase of the new car was 51 mm (2.0 in) longer than that of the P6 but the Taunus TC had shorter overhangs, so that overall it was slightly shorter. Nevertheless, it was noted that the TC appeared from the outside to be larger than it was, which many buyers appreciated. The interior
11663-526: Was replaced by a Sierra-bodied equivalent. Taunus production also continued at Otosan in Turkey , where a version of the TC3 with remoulded ends continued in production until 1994. The Taunus and Cortina models are very easy to service and share many mechanical components with the other European Ford cars of the period (excluding the Ford Fiesta), making them extremely easy to fix, although they are now
11772-424: 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 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
11881-488: Was the same apart from one important addition: buyers could specify an enlarged 1993 cc version of the "Pinto" OHC engine . It was therefore now possible to buy a 2-litre Taunus with either 4 or 6 cylinders. The four-cylinder powered car came with an advertised maximum output of 98 PS (72 kW; 97 hp) while the six-cylinder version offered only 90 PS (66 kW; 89 hp). The more recently designed four-cylinder unit also came with more torque. Nevertheless,
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