The unknown Car

In the German history of Ford, there is a car about which historians remained silent as yet. Apart from two contemporary photos, there are no literary documents about the prototype, which was set on wheels for the big advertised, but never held, long distance race from Berlin to Rome in the autumn of 1938. Since the regulations for this prestigious race, which was initiated by the highest authorities, only allowed cars built between 1936 and 1938, the participating manufacturers created extra-fast passenger cars within a short time. As the major part of the competition should took place on the political flagship project of the “autobahn”, a powerful engine and an aerodynamic body were the top priority. While the assembled cars of Mercedes-Benz, BMW, Auto-Union, and above all Porsche are well known, the car planned by Ford Germany fell completely into oblivion.

The car was powered by a powerful V8 engine. Regarding the bodywork, the Cologne-based company relied on the cooperation with the company ‘Karosseriewerk Weidenhausen’ from Frankfurt. Probably at the beginning of 1938, the order of an extremely aerodynamic body for the car with which Ford planned to participate in the prestigious German/Italian long-distance race was placed. Influenced by the current findings of vehicle aerodynamics at the time, Karl Weidenhausen designed a teardrop-shaped look. The interior offered space for only two passengers; driver and co-driver. Striking for the car body design was the most widely abandonment of any interruptions in the entire shape. Unfortunately, the prototype did not survive and also historical documents are apparently no longer available. Therefore it also remains questionable how the Cologne company continued to use the sporty two-seater after the long-distance race was cancelled only one week before the planned start on September 26 in 1938 without any explanation.

On Behalf of the National Railroad

In the design of the T82 truck, the wishes of the military were specifically taken into account. The T82 was fitted with the proven chassis in tube construction with the Tatra-typical pendulum axles and leaf suspension. The frame carried a 2.5-liter four-stroke engine in boxer design, which was forcibly air-cooled by two fans and produced 55 hp. These horsepower were transferred by eight forward and one reverse gear to the double-driven rear axle. The truck, which weighed just over three tons, was designed for a payload of two tons. The military as the main customer ordered the T82 mainly designed as a team bus. However, the open truck, which was only equipped with a tarpaulin, was not the only option. Also ambulances and busses for the civilian sector were among available T82 versions. The buses were ordered by the ‘ČSD’ – abbreviated for Československé státní dráhy – loosely translated ‘Czechosolvak State Railroad’.

In 1939, the tender was issued for a batch of 14 new buses based on the Tatra T72 and T82. In 1939, ČSD awarded the order for eleven identical buses to the body maker specialists of the company ‘Sodomka’ and the remaining three to the company ‘Peter’.

The design of ‘Peter’ was given an arrangement of the rows of seats one after the other and at ‘Sodomka’ seats were installed longitudinally – as was common for intercity buses at that time. The arrangement of seats was a requirement of the railway company and probably expressed that the ones dressed by Peter were intended for the inner-city regular service.

The armored One

The conflict in Northern Ireland, especially in Belfast, led to the ‘Royal Ulster Constaburlary’, or short RUC, relying early on armored vehicles in its fleet. Towards the end of the 1950s, these were to be replaced by new cars, Probably to patriotic reasons, the idea arose to build the new armored cars on the chassis of a Land Rover. In 1961, the first prototype was set on its wheels, whereby the important parts, such as the doors or the front with thick sheet steel should withstand potential attacks. In 1966, the first ten vehicles were delivered to the RUC, christened Mk1.

The Mk1 was replaced by the Mk2, with the main difference being the installation of the 2.6 liter, now 77 hp engine and more powerful steel plates. Instead of the 7.25 mm thick sheet metal, 8.25 mm thick metal parts were henceforth attached. 

In 1971, the Mk2 was replaced by the Mk3. It was equipped with a 2.6-liter 6-cylinder gasoline engine that produced 90 hp. The basic principle of the armor was still adhered to and the optionally available, extensive special equipment also remained in the range. This included, for example a massive armor of the front for the possibility of ramming. Shorland also offered tires, with which it was possible to continue driving in flat condition.

The Mk3 was followed in 1980 by the Mk4 version and in 1986 by the Mk5 – from the installation of the latest Land Rover engine the designation originated. Even if visually many points were no longer reminiscent of the original vehicle, the unmistakability of the popular British off-road vehicle is still recognizable at the front.

The Mk3 was followed in 1980 by the Mk4 version and in 1986 by the Mk5 – from the installation of the latest Land Rover engine the designation originated. Even if visually many points were no longer reminiscent of the original vehicle, the unmistakability of the popular British off-road vehicle is still recognizable at the front.

At the International Motor Show (IAA) in 1951, Büssing Nutzkraftwagen GmbH presented the Type 12000, a completely new truck. On the one hand, it deviated from the usual Langhauber design and was conceived as a front-wheel drive truck, and on the other hand, the engine did not sit in front of the driver's cab as had been customary until then, but was installed as an underfloor engine for the first time in truck history. These technical innovations led to a lot of discussion in the scene, but they met with a great deal of disapproval from haulers and drivers. High purchase costs and poor handling characteristics were ultimately other major obstacles that kept many interested customers from buying. The reservations were so great that only 36 examples of the Büssing 12000 left the factory in Braunschweig, of which three still exist today. 

The haulage company H. Fehrenkötter from Sassenberg in Westphalia was one of the few buyers who opted for the heavy 3-axle truck with platform body. The rounded cab, which was painted in the company colours of orange-grey, as were the loading areas, was particularly striking because of the attachment above the divided windscreen, in which the company lettering could be read. Another striking stylistic element of the mighty truck was the large chromed front ornament. The engine was a 6-cylinder diesel engine with a capacity of 13 litres, 180 hp (from the 1954 model year the engine had a capacity of 15 litres and 200 hp) and accelerated the fully loaded truck to a top speed of 61 km/h, which was quite common for such goods transports at that time. The 12000 Büssing may not have been a success at the time, but from today's point of view, the design certainly stands for progressive thinking and farsightedness.

At the International Motor Show (IAA) in 1951, Büssing Nutzkraftwagen GmbH presented the Type 12000, a completely new truck. On the one hand, it deviated from the usual Langhauber design and was conceived as a front-wheel drive truck, and on the other hand, the engine did not sit in front of the driver's cab as had been customary until then, but was installed as an underfloor engine for the first time in truck history. These technical innovations led to a lot of discussion in the scene, but they met with a great deal of disapproval from haulers and drivers. High purchase costs and poor handling characteristics were ultimately other major obstacles that kept many interested customers from buying. The reservations were so great that only 36 examples of the Büssing 12000 left the factory in Braunschweig, of which three still exist today. 

The state-run Deutsche Bundesbahn was one of the few buyers and probably needed the purchase for the transport of its general cargo. For the Bundesbahn directorate, the Büssing factory also fulfilled a wish for a much smoother production of the driver's cab and a stiffer design in the lower area around the bumper than was intended for series production. The distinctive stylistic elements of the type 12000 - the attachment above the split windscreen for the name lettering and the large-scale chrome-plated front ornament - were also included in the version for the German Federal Railways. The engine was designed as a 6-cylinder diesel engine with a capacity of 13 litres, produced 180 hp (from the 1954 model year, the engine had a capacity of 15 litres and 200 hp) and accelerated the fully loaded truck to a top speed of 61 km/h, which was quite common for such goods transports at the time. The 12000 Büssing may not have been a success at the time, but from today's point of view, the design certainly stands for progressive thinking and farsightedness.

In Search for Alternatives

In 1966, research into the use of a gas turbine instead of an internal combustion engine in the GMC Group was mostly completed, so that Chevrolet ventured the step to make its concept public. This was done with a semitrailer presented under the striking slogan ‘Truck of the Future’. Officially, the truck got the designation ‘Turbo Titan III’.

Visually, the three-axle tractor unit looked very much like a product of the distant future by US standards, due to the fact that American truck construction actually only knew large, beefy trucks with long bonnets. The tractor unit of the concept truck corresponded more to the design of European manufactures. The three-axle tractor unit had a number of futuristic details in the interior as well as in the exterior styling. Responsible for the design was the team around the designer Bill Mitchell.

The most extraordinary thing about the entire truck was undoubtedly its drive. No engine with its pistons moving up and down worked in the truck, but a gas turbine. Internally designated as ‘GT-308’, this turbine was the result of 15 years of development work in this field, it produced 280 hp and had an almost incredible torque. The speed of 35,000 rpm was reduced to 4,000 rpm by a conventional automatic transmission. The transmitted engine power accelerated the truck to the maximum speed of 65 miles per hour permitted in the USA.

GMC’s expectations were apparently not met in any way and the project came to an early end – the one-off truck was finally handed over to the scrap press.

The fifth Wheel

`The Goodyear Tire and Rubber Company` introduced a completely new type of tire in 1929, namely a low-pressure tire, referred to the company slogan as ‘Air Wheel’. In press releases it was also listed under the name ‘Musselman Type’, which was done in reference to its inventor Alvin J. Musselman.

The company Goodyear acquired the patented rights from its inventor and hoped for a breakthrough, especially for use in aircraft and vehicles transporting heavy goods.

For advertising purposes, the company had a huge tire with the dimensions “…twelve feet tall by for foot wide …” – a height of 3.6 meters.

In order to promote the tire nationwide, the factory had a special car made by the company ‘Flxible Co’. The basis of the vehicle was a Buick, built in 1929, whose chassis was extended. The special bus structure offered plenty of space for passengers inside, with each row of seats being made easier accessible by separate doors. However, the main focus was not on the minibus, but on the mighty, large ‘Air Wheel’, which was literally pulled behind as the “fifth wheel” via a swinging arm hinged at the rear.

The show vehicle drove on its promotional tour through 24 states of the USA, was on the road for two years and reeled a total of 12,000 miles on the speedometer.

The promotion success was apparently rated very highly in the management of Goodyear, because a second, identical Buick was set on wheels. From then on, both vehicles continued their journey together through the United States of America