From the editor:
This is not the usual magazine historical article "on top", but a real historical story, collected from a number of German-language sources unknown in Russia. The story is long and may be difficult to read right away - we recommend that you sit back and bookmark the article to come back to later if you want to take a break. But go to the end - this amazing and full of drama story is worth it.
In the photo: Borgward Hansa 1500 2-door "1949–54
Confrontation history: secret and overt
Two German car companies. One now knows the whole world, the other - individual fans. One is the embodiment of style, quality, drive and much more. Another - it's even difficult to say: for example, there were problems with quality, with style - too, and it's not clear about drive and other things. However, innovations, interesting solutions, non-trivial designs, advanced technologies, exemplary production, a wide range of models - this list did not always correspond to BMW, but very often to Borgward.
A simple ranking in the post-war years, up to 1961, also did not put the current auto giant from Bavaria above the manufacturer from Bremen, on the contrary - he confidently held the fourth place inaccessible for the Bavarians after Mercedes-Benz, Opel and Volkswagen, and was not going to give up positions at all.
But the tumultuous events of 1961, which led to the bankruptcy of one of the largest automobile companies in West Germany, in the fall of 1962 received a very specific answer to the sacramental question: Qui prodest ("who benefits" - Ed.)? All this, to put it mildly, an ugly action, in fact a real massacre, is remembered very reluctantly today. And there are reasons for that: to stir up the unpleasant pages of the past, probably, would not bring joy to anyone. Especially those who are now at the height of glory and power.
BMW today is one of the largest automotive firms in the world. A powerful, successful company that produces a wide range of models of the highest quality and a considerable price. One has only to say: "BMW", and anyone will immediately say what it means. But if you say the word "Borgward", then only a few will not ask: what is it? But in the 50s, it was not like that. Then what was it?
Germany after World War II. The auto industry is more alive than dead
Let's go in order. What was Germany, worn out by wars, revolutions and Nazism, is understandable. This giant anthill, torn apart by numerous contradictions, needed a revival of its former industrial power. Even recent enemies were well aware that the past merits of the Germans in the production of cars are not an empty phrase. The occupation regime gradually softened, the notorious "Marshall Plan", designed to restore the country from ruins, began to bear the first fruits, and the country's economy began to recover at the very least. Car factories revived, production was getting better.
The demand was worse: new German stamps of the 1948 model were in large quantities, not that not everyone, but actually, very few. The general prosperity in the form of luxurious limousines and all kinds of sports coupes with convertibles was postponed until better times, since even modest 4-5-seater cars for Germany were still a luxury item. Trucks are a separate topic: it is clear that the restoration of the destroyed country was unthinkable without the participation of a large number of trucks.
Be that as it may, and passenger cars were gradually launched into production. European Ford Köln and Opel, with the support of overseas owners, were among the first car companies to resume operations. However, it was still far from the new, post-war models - they, in fact, did not appear until the end of the 40s.
Daimler-Benz, the true car symbol of pre-war Germany, was mostly in ruins. On average, destroyed by no less than 70%, his factories immediately after the war gave rise to an unpleasant statement from shareholders: "we have to admit that the concern does not physically exist." They, of course, exaggerated, and humanly they can be understood. Soon, however, Daimler-Benz started to work - and, moreover, one of the first, but in the early years almost did not make cars.
Auto-Union or BMW lost their factories in the Eastern Occupation Zone. It was doubly offensive, since these factories suffered significantly less than the western ones. The grandiose pre-war project with the personal participation of Hitler, the "people's car", aka Volkswagen, under the close and careful supervision of the British occupation forces unexpectedly quickly continued: the huge factory in Fallersleben (which became Wolfsburg after the war) suffered about 60% rather quickly, they restored almost on bare enthusiasm and put into production the now legendary KdF car, aka Käfer ("Beetle"), in an amount of at least 1000 pieces per month. This was the demand of the British, who threatened to close the enterprise otherwise.
Such well-known companies as Adler had to forget about car production forever. Several new car companies have also sprung up in the post-war years (eg Porsche). But all this took on some kind of tangible form only after the ban on production was lifted - for many, this did not happen until 1948. Up to this point, the occupation troops graciously allowed them to make bicycles, cheap motorcycles and repair their equipment, which was out of order every now and then. After the sanctions were lifted, real production began, although not everyone was in an equal situation. We got out of this state as best they could. Not everyone succeeded, which will be discussed later.
Whoever said anything, but Germany in the break between the two wars managed to get used to cars. Until 1939, German car factories were noted for a number of remarkable designs and a large number of technical innovations developed by talented German car designers. A lot of firms offered the population cars for every taste and budget.
The Germans slept and saw themselves at the wheel, but for the most part they did not have the opportunity to move in a motorized vehicle even before the war, and after 1945, even the German middle class simply could not afford anything more expensive than a little over 1,000 marks. What can we say about the more disadvantaged layers of the population! Their purchasing power allowed them to count on only something slightly larger than a bicycle. Motorcycles? Yes, and they too. But what to do with the eternal habit of burghers of warmth and satiety? If you attach a roof and doors to a motorcycle, it will already be a motorized carriage. In this case, the number of wheels is still not two, but three or four. There remains a more or less decent sitting place (or even two!), Already less reminiscent of a motorcycle saddle - and the cart of the new Germany is ready. Such "self-running strollers" were produced by many German companies, one of which was BMW. And then not immediately.
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In the photo: Daimler-Benz DB 7 "1934–35, Auto-Union logo, Volkswagen Käfer, Adler logo,Adler Trumpf Junior Sport Roadster "1935–37
BMW. Raised from hell. The triumph is postponed due to the proximity of the collapse.
After the war, BMW's position was, as they say, a little more than hopeless. Factories destroyed or remaining in the Soviet zone of occupation, production ban for 3 years for the production of military products (aircraft engines in the first place). Why, even motorcycle engines over 250 cc. cm volume also could not be done for a long time. In such circumstances, BMW shareholders showed miracles of loyalty to the once shining brand throughout Europe and retained at least a small share of production.
For several years, bicycles and motorcycles with low-power single-cylinder engines were the only BMW products that also dealt with the repair of equipment of the occupation forces. But the former glory haunted the Bavarian engine builders. Barely getting stronger, the Bavarians set out to return to square one: this is how a car with an index that was completely illogical for the then state of affairs of the company was born - in the current table of ranks it would be designated as the E-class, a 4-door and five-seater sedan with a 6-cylinder engine. What to say? That this car was immediately grabbed like hotcakes? Not at all. The first year of production was generally marked by a scanty circulation of several dozen pieces. Then something stirred, and ... And nothing special. History has decreed that the most valuable thing in the history of BMW of the 50s is a completely different car.
Is it a car? "Izetta" was the name of the development of the Italian company ISO. From vehicles, this company produced scooters, and it also made refrigerators! Cheerful Italian engineers, combining these two devices together, got a completely unimaginable result! As soon as the unusual machine began to be in demand in their homeland, its creators, who dreamed of creating a Real Italian Sports Car, immediately rushed to get rid of it, selling a license to several companies in different countries of the world at once and with the proceeds they finally took up their dream.
This strange teardrop-shaped refrigerator on wheels, the number of which was inexorably approaching three - due to the lack of a center differential, the distance between the rear wheels of the machine is much less - had a motorcycle engine of 9.5 horsepower. BMW gave him almost 13 - the 247 "cube" engine from the super popular BMW R24 motorcycle accelerated the Izetta to almost 85 km / h! However, do not forget about the ridiculous weight of 360 kg! The frightening external resemblance to a refrigerator was aggravated by the fact that the Izetta had the only door ahead! The controls had to be made quite original, so the steering column, actually located on the door, opened with it! The gear lever was placed to the left of the driver, who, together with the passenger, sat on a sofa, which on occasion became a three-seater (for example, a young family with a small child). Of course, the engine was located in the back. The reverse gear of this strange wagon was completely absent.
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In the photo: BMW 501, Isetta and under the hood Isetta
Approximately 160,000 babies have been made in Munich over the years since 1955. In favor of BMW were the traditions of production, not yet completely dead, knowledge and skills in establishing the technological process, thoughtful and aggressive marketing and - the very halo of the brand, covered with the glory of past achievements and sports records, the credibility of which, although on a semi-legendary basis, is still existed. "A firm with a name should do us well" - this is how respectable burghers could reason, after the disaster of the 40s, starting to fill the nightstands and Deutsche Bank with their first decent savings. And BMW did.
However, it would be too pretentious to assert that this Italian-German carriage put Germany on wheels, since the Volkswagen Beetle became the real hero of that time in Germany, the release of which already in 1955 exceeded a million copies. But the market demanded, at the same time, a large number of ersatz cars, similar to Izetta, so the matter was not limited to BMW alone - in Germany alone, several companies at once, including the former Messerschmitt and Henkel aircraft factories, also produced similar constructions.
Having launched Izetta, BMW soon breathed more freely and ... again went all out: 502 models with an 8-cylinder engine (the first post-war unit of this kind in Germany), 502 coupes, 503 coupes and convertibles with a modern body shape are being created and, finally , the stunning BMW-507 roadster. All this took so much money that soon there was practically nothing to take away. The development of new models was carried out, but BMW has not yet kept up with the emerging market.
The Izetta was enlarged by adding a side door and a couple more seats in the back, putting in a more powerful engine from the R67 motorcycle. The result was the model “600”, in profile it already remotely resembled something like a Fiat Multipla, and in 1959 the model “700” came out, a small two-door with a normal body of quite modern outlines by the Italian designer Giovanni Michelotti. But the threat of bankruptcy was becoming so obvious that it all threatened to go to dust. Soon, well-founded rumors about a merger of BMW with ... "Daimler-Benz" spread. The ending would be very beautiful, you won’t say anything! But the facts are not only stubborn things, but also ruthless: the financial situation of the Bavarian company left it almost no choice.
In the photo: BMW 502 with 8-cylinder engine
Bremen manufacturer. Borgward is serious.
In the early 1930s, a group of automotive companies was finally formed in Bremen, owned by the talented design engineer Karl Friedrich Wilhelm Borgward. Before the war, they were noted for several interesting developments. Three-wheeled trucks of the Goliath brand gained particular fame, but Borgward built his company in such a way that it produced cars of almost any class: from utilitarian three-wheeled cars to full-size prestigious models.
One such pre-war model, the Hansa 2000/2300, has already gained some popularity; in addition to a closed body sedan or limousine, coupes and convertibles were made on its basis, including well-known bodywork firms, which did it very beautifully! Then the war began. Upon its completion, Borgward even ended up in prison for more than 2 years for aiding the Nazis. Unfortunately, there was something for that: during the war years, the company supplied the army with the equipment of its production, having entered the so-called "Schell program" (however, they would have tried not to enter there!), And the owner himself even joined the Nazi party - albeit mostly parts because of the fact that he was left behind, and not because of some kind of ardent love for National Socialism.
In the photo: Goliath and Hansa 2000
For the production of military products, its factories were subjected to massive bombing and were destroyed no less than the same Daimler-Benz, but after the war about 400 people continued to work at the surviving production facilities, so some production was carried out even in the absence of the owner: these were pre-war models trucks and spare parts for them, and cars were temporarily not produced.
When he returned, Borgward immediately set about developing the first truly post-war German passenger car. The Hansa 1500 in 1949 became the first German car with a body that was permanently deprived of protruding fenders and received the nickname "pontoon", which even larger and wealthier companies could do only two or three years later. Legend has it that Borgward, while in prison, "spied" the idea of \u200b\u200ba solid body in American magazines, which were sometimes passed to inmates.
The small, but four-wheeled and four-seater Lloyd L300, which appeared in 1951, also looked quite interesting - suffice it to say that all subsequent mini-car developments borrowed general outlines from this particular car. In addition, a wide range of bodies were offered. The wooden body frame was covered with a kind of artificial leather, for which the baby received a playful but rather formidable nickname - Leukoplastbomber, that is, "Leukoplastbomb", which was permanently glued to it (later the modernized models were made metal).
Goliath, shedding its image of a tricycle manufacturer, developed a larger model than Lloyd, the GP700, which was also produced in several variants, including a small-scale sports coupe that resembled Porsche (or vice versa?). This car was a classmate of the "Beetle" in size, although the engine here was two-stroke and less powerful than that of its eminent competitor.
But the car had a promising front-wheel drive, and the sports coupe for the first time in the world was serially equipped with direct fuel injection! The already mentioned cars of the middle class Hansa 1500 (and later 1900, which meant the engine capacity in cubic centimeters) were produced in two- and four-door versions, convertibles, station wagons, vans and even sports coupes were also offered.
At the top of the model range was the Hansa 2400 with a fastback body reminiscent of the English Standard Vanguard, our Victory or the French Ford Vedette (yes, in France, Ford had its own branch at that time), being closer to the latter in size (4, 5 meters long). In the German market, she had to compete (alas, unsuccessfully) with the BMW 501/502. In addition, several series of trucks, vans and minibuses were produced under the Borgward brand, as well as Goliath and Lloyd minibuses and vans, quite interesting in design and appearance - the latter, in the six-seater LT600 version, in fact, became the prototype of all modern compact minivans.
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In the photo: Hansa 1500, Lloyd L300, Goliath GP700, Hansa 2400,Standard Vanguard, "Victory",Ford Vedette, Lloyd LT600
Gradually, Karl Borgward's company moved up to 4th place in Germany. The products were actively exported, and they bought up quite well at home. The Isabella model of 1954, which replaced the Hansa-1500/1900, became a real bestseller - until the end of production, it had sold more than 200,000 copies (202,862 produced in Germany). It was produced with two-door sedan and three-door station wagon bodies, as well as coupe and convertible. Even more beautiful coupes and convertibles were ordered from Karmann, which are still considered classics of the genre. Of all the Borgward models, this one is still perhaps the most recognizable. Isabella belonged to a class similar to the current D. She had a lot of competitors both among German and foreign cars. Nevertheless, offered, in addition, not at the lowest price, it stably found a sale wherever it was sold.
The same couldn't be said for Borgward's top model. The price and some unpleasant design features of the Hansa 2400 did not attract crowds of enthusiastic buyers to the car - for example, the doors that opened against the movement caused a lot of complaints. Customers were afraid that at high speed they would simply be uprooted, and passengers would immediately fly out of the car (there were no seat belts yet). In general, interesting in design and quite comfortable inside, the Hansa 2400 could not boast of a powerful engine. 82 h.p. was not enough for such a machine.
Borgward could not help but understand this - nevertheless, he tried first to change his appearance. The outlines of the car became quite three-volume, and the rear doors began to open in the "desired" direction. It didn't help - in 1958, production was stopped, having released only 1032 pieces - insanely few! Is that now in the market of automotive antiques, the surviving copies are very good money.
By 1959, a new prestigious car was being prepared. A 100-horsepower 6-cylinder engine was originally planned, but more powerful variants were being developed. The main trump card was still waiting in the wings - it was a prototype of a powerful 8-cylinder engine of its own design. But in Frankfurt in 1959, the newest Borgward P100 appeared so far in a 6-cylinder version. The novelty came out as a rather formidable competitor to the new Mercedes 220, the ancestor of the current E-class ...
Fate is knocking at the door. Mergers and acquisitions are the nightmare of the capitalist economy.
However, not for him alone: \u200b\u200bthe BMW 502 sedan, nicknamed the "baroque angel", which a few years ago looked preferable to the "Hansa-2400" due to more powerful engines and other design solutions, was no longer impressive in the late 50s. Something new was needed, but how? The Bavarians, as we have already found out, all came down to the enchanting lack of funds. Soon, not only the funds will run out, but also the words explaining their absence. It doesn't take long to wait - until the end of 1959 ...
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In the photo: Isabella, Hansa 2400,Borgward P100
What happened to the craftsmen from BMW? Having plucked themselves, like Baron Munchausen, by the hair from the quagmire of the forties, by the mid-50s they stabilized their position. The motorcycle history was successfully moving forward - both on the highway and on the race tracks, BMW motorcycles were practically unmatched. The forced romance with Izetta was still far from over, because everything was going well here too.
The rest was worse. The company, which once made a name for itself in the production of comfortable and high-speed cars, could not return to the prestigious segment of the market. As a result, several expensive developments with 6-8-cylinder engines appeared: sedans, coupes, convertibles and the 507 roadster, as the quintessence of an unreasonable waste of money.
While Mercedes produced more affordable "pontoons" and the more luxurious 300 "Adenauer" model, BMW actually gave birth to something in between, but one thing. The Mercedes did not manage to wipe its nose: just over 14,000 sedans and a meager number of all other cars in so many years was a failure. And the "baroque angel" falling into the abyss was already ready to captivate all its creators - from designers to the last auxiliary worker.
The thunder did not strike suddenly, it was preceded by some kind of artillery preparation. The bank that lent BMW could not fail to be aware of all the vacillations of the company, as it was its major shareholder. The growth of debts, therefore, did not escape the attention of the gentlemen of the bankers. Trying to somehow not stay in the red, Deutsche Bank - and this was exactly it - began to look for an optimal solution: I really did not want to have such an unpleasant ballast in the person of a company that was on the verge of complete collapse.
Just then the fat-pumping Daimler-Benz AG was circling like a predatory kite, which already had the moral right to compare itself with the previously unattainable Volkswagen: the Stuttgart automakers were on the second line of the rating with a huge annual turnover of 3 billion marks. "Three-beam", perhaps, would not mind getting rid of old rivals by eating them with giblets. In Munich, they were preparing for the worst, the most nervous were already writing wills ...
Instead, the first insatiable Stuttgart Gargantua in 1958 swallowed a completely different game, namely the Auto-Union company, which after the war made cars under the DKW brand (earlier, before the war, the Union of Four produced cars Wanderer, Horch, DKW and Audi. - the four rings now famous all over the world - and these four stamps symbolized). It seems that in Stuttgart they were concerned about the lack of a company in a huge segment of the market for more compact cars, which they did not know how to do at all, but still did not come to their implementation.
The DKW model, named Junior, under the wing of the new owners, seemingly and not unsuccessfully, but not too confidently, tried to push the stubborn "Beetle" from the first place. Optimism about the new acquisition in Stuttgart remained at first, and the head of Daimler-Benz, Walter Hitzinger (who also served as Chairman of the Supervisory Board of Auto-Union), could proudly say back in 1961, “that we are one family” and that “Mercedes and Auto-Union is already greeting each other on the road. "
In the photo: DKW Junior
But really good new developments appeared too late, and Mercedes, realizing that it had overestimated itself, in 1964 sold the concern to a competitor - the same Volkswagen. In Wolfsburg, pleasant efforts began to create their own super-empire, and the Stuttgart people, without even knowing it, became the creators of the current premium triumvirate of the German car industry: Mercedes-Benz - BMW - Audi.
December 1959 arrived. The next reporting meeting of BMW shareholders threatened to be the last in the history of the company. Deutsche Bank, which also owned Daimler-Benz shares (what a coincidence, bravo!), Wanted to finally get rid of BMW shares. How? It's very simple - sell them to Daimler-Benz!
Those, if they objected, then somehow reluctantly. For example, the model range aroused doubts: such as that of the then BMW, "Mercedes" was absolutely useless! Therefore, the termination of the production of BMW models and the start of production of some car under an unclear brand (but definitely not a BMW development!) Was the only way for Mercedes people, if they bought this wretch too. Such options were also announced at the meeting, and this plunged the patriotic shareholders of the company into a shock: BMW will produce ... Mercedes? Here, it seems, the patience ran out of the most patient, and the abyss was already ready to overthrow, engulfing everything and everyone. Instead, the meeting was adjourned.
Lobby, lobby ... What issues were not solved in them! How many destinies were decided like this, in private conversations in the midst of the most noble gatherings! And now something similar has happened. The resumed meeting of shareholders took on a completely unexpected continuation. If you describe it in a few words, then most of all it resembled a gypsy girl with an exit: on the stage appeared - no, not a new one, but from now on and forever the main character. His name was Herbert Quandt. Later, a more weighty "savior of BMW" was added to his name, not without reason. Why, we'll tell you a little later.
So far, it is important for us that BMW has begun to develop new models under its own brand with renewed vigor. The influence of Deutsche Bank has significantly decreased, and it no longer made any sense for them to sell their stake in BMW. Epoch-making work begins in Munich, but what about Stuttgart? It seems that Daimler-Benz, who was busy with one takeover, completely missed it, the second - maybe even more interesting. However, then there would be no Audi. Or would it be?
In Frankfurt, at the premiere, crowds of people did not leave the car. It may not have been a revelation from revelations, but it was for Borgward Gruppe that it finally became the very flagship model that it is not ashamed to put at the head of its production program. And now many, without belittling the merits of "Isabella", call it the best model of the company in history. No, there was nothing so chic in it that could provoke a massive fall of the jaws to the floor, but the company did not have a more correct, timely and advanced model.
Handsome? Yes, but rather elegant. Nothing provocative, but an abyss of self-worth. Interior, construction - everything, well, just everything on the topic! A 6-cylinder 100-horsepower unit that accelerates a solid five-seater sedan to 160 km / h, a bunch of useful little things, including such as heated rear windows or adjustable backrests of the front seats, and options up to an automatic transmission and air suspension of our own design - this, without exaggeration, it was a masterpiece. And the new Mercedes 220 released at the same time, which did not differ much for the better, cost, moreover, almost 1,000 marks more. Yes, there is a powerful company behind him, so there was no need to compare sales, but “Big Borgward” definitely began to appeal to customers. Its production gradually increased, and this was only good for Bremen.
However, something else was not good. Problems, as is most often the case, do not arise from scratch. Everything that could be called profit in 1959, one way or another, covered up huge funds spent on the development of new models. In addition to the P100, a new Lloyd Arabella was launched in 1959. I must say, it started briskly. The successful design of a small car plus undoubted technical innovations and even "bells and whistles" attracted close attention to the new product.
And then the first disappointment came: the complexity of the design revealed a rather weighty list of flaws. The quality of workmanship of the first copies was not up to par, and the first thousand cars were recalled in order to eliminate defects. While the design was being finalized and "childhood diseases" were being treated, the buyers shrugged. Like, we thought ... A thousand stamps to revise each copy, a million in total - and Arabella returns to the market.
But the moment was missed: sales had stalled a lot, and it was necessary to somehow revive them. Then there was a strong dependence of the price of "Arabella" on the number of options offered, and it turned out that the top-end version cost almost as much as the cheapest car from the next market segment: the price of the simplest Ford Taunus 12M, a competitor to the "Hansa-1100", held on just above the baseboard with all her might, for Ford could afford it.
Borgward couldn't. Yes, he rather wanted to bring the novelty to the market in order to get ahead of the competition. It turned out so-so. This new enfant-teribl of the Bremen firm for the whole next year required intervention in the adjustment of the lost demand for it. Borgward and his company remembered well the recent failure with the Goliath, which in the name of saving sales they made a hasty rebranding (and this is in addition to fixing design flaws!), Renaming it Hansa 1100!
In this case, the Lloyd brand was replaced by Borgward, which, as it were, demonstrated the maestro's personal responsibility for the corrected model. Soon, sales of "the pirate's daughter - Arabella" grew by ... 5%, which at least somehow justified the time and money spent on this. But the return of the former interest in the car had not yet come, and this was far from the only problem that brought dissonance to the sound of the Bremen quartet.
In the photo: Lloyd Arabella andFord Taunus 12M
Four independent brands under the sole leadership of Kaiser Borgward, as he was sometimes called, looked like a strange anachronism in the increasingly surrounding reality. Of course, there is nothing wrong with the variety of brands, but the fact that it has not yet been a corporation did not bode well for Borgward in the near future. They tried to persuade him, and he, referring to his busyness or lack of interest, put off and put off solving this problem. Therefore, the emerging force majeure circumstances with sudden losses of some branches (as was the case with "Goliath") were extinguished manually at the expense of the profits of others. The corporation, on the other hand, could more flexibly distribute financial flows; in addition, the example of the rescue of the same BMW has already been shown how shareholders can support their company.
In addition to this opportunity, Borgward missed another: corporations were provided with significant tax breaks on land for their businesses. But after 1960, this was canceled, and even the creation of the new corporation Borgward AG did not promise such benefits. Realizing that he had missed the moment, Borgward embarked on a long and tedious dispute with the Bremen Senate. It was about the amount of 12.5 million marks, which now he had to give in fact just like that! And this was when every brand was counted!
The new coupe-shaped crossover Borgward BX6 (Borgward BX6) entered the Chinese market more than two years after the debut of the prototype Borgward BX6 TS in March 2016. In our review, the crossover Borgward BX6 2019-2020 - photos and videos, the price and configuration of the soplatform brother of the SUV with the original coupe-shaped liftback body. The third model (Borgward BX5 crossovers and crossovers are already being sold in China) of the revived Borgward brand Borgward BX6 SUV is offered by a Chinese motorist with a powerful 224-horsepower 2.0 Turbo engine. price 182800-199800 yuan (about 1161-1267 thousand rubles).
The novelties of the Borgward company aroused genuine interest among Chinese motorists, however, the sales of the Borgward BX5 and Borgward BX7 crossovers in the Celestial Empire can hardly be called successful. At the end of 2016, only a little more than 30,000 copies were sold, but the situation in 2017 has improved, and the company has already managed to sell 44,380 cars. The dynamics are clearly positive, and the release of the third model - Borgward BX6 will allow the company to significantly increase the volume of sold crossovers.
I would like to emphasize that the stylish novelty Borgward BX6 is positioned by the manufacturer as a car of the GT class and is equipped at the highest level. In the presence of the most powerful engine from the company's stocks - a 224-horsepower turbo four 2.0 T-GDI, a 6-speed robotic gearbox from BorgWarner, all-wheel drive with a clutch that connects the rear wheels, and a very generous vehicle equipment with leather interior, electric adjustment driver's seat, a multimedia system with an 8-inch screen, dual-zone climate control, and this is already in the basic configuration.
At the same time, the chief designer of the Borgward company is the Swedish designer Anders Warming, who previously worked in companies and, comparing his creation of the Borgward BX6 crossover with expensive coupe-shaped premium crossovers and, and hints that the new Borgward looks outwardly no worse than the crossovers of famous companies.
It is hard to disagree with the opinion of the Swedish designer, because the Borgward BX6 really looks quite good. When looking at the body of the new Chinese crossover, the hand of a master of the European design school is immediately visible. The novelty demonstrates a modern, original and stylish appearance. At the same time, the most striking details are the chic roof dome, lush wheel arches decorated with athletic embossings, compact and neat headlights, and side lights with LED filling echoing them.
- The external dimensions of the Borgward BX6 2018-2019 body are 4601 mm in length, 1877 mm in width, 1656 mm in height, with a 2685 mm wheelbase and 184 mm of ground clearance.
- By default, the crossover is equipped with large 19-inch alloy wheels with Goodyear EfficientGrip 225/55 R19 tires for the front and rear axles.
- Borgward BX6 with identical wheelbase dimensions of 2685 mm and body width of 1877 mm with the Borgward BX5 soplatform model is noticeably longer than its sibling brother by 111 mm and lower by 19 mm.
The five-seater interior of the new coupe-like crossover BX6 inherited from the BX5 model, but ... better materials are offered for the interior decoration, and even the basic equipment is impressive.
The arsenal includes a pair of front and side airbags for the driver and front passenger, ISOFIX mounts for child seats, ABS with EBD and BAS, TCS and ESP, rear parking sensors, a rear view camera, electric parking brake, hill descent assist, sunroof with electric drive, electric tailgate, keyless entry system with engine start / stop button, multifunction steering wheel, instrument panel with color screen of the on-board computer, driver's seat with electric adjustment, armrests in the first and second row, multimedia system with 8-inch color touchscreen screen and audio system with 6-speakers, dual-zone climate control, power windows on all doors, rear-view mirrors with electric adjustment and heating, leather interior trim.
In the maximum configuration, there are additionally side curtain airbags in the first and second rows, tire pressure sensors, front parking sensors, an electric passenger seat adjustment, heated front seats, an audio system with 9 speakers, a navigator, adaptive headlights, rear-view mirrors with a function automatic folding, rain and light sensors.
It only remains to add that the stylish and chic outwardly dome of the roof, passing on the tailgate with heavily littered glass, sadly affects the convenience of accommodating passengers in the rear seats and the useful volume of the luggage compartment. Passengers literally prop up the ceiling with their tops, and the trunk is capable of taking a ridiculous 380 liters of luggage in the stowed state. If desired, the volume of the luggage compartment can be increased by folding the split 40/60 rear row backrest.
Specifications Borgward BX6 2019-2020
At the heart of the new Borgward BX6 coupe crossover is a modern platform with a fully independent suspension (in front of the MacPherson strut, behind the multi-link). A plug-in all-wheel drive system with a clutch is used as standard, providing traction to the rear wheels.
Under the hood of the novelty, there is no alternative four-cylinder gasoline turbo 2.0 T-GDI engine (224 hp 300 Nm), paired with a 6-speed BorgWarner robotic gearbox. According to the manufacturer, the turbocharged engine of a crossover with a curb body weight of 1655-1670 kg is satisfied with an average of 7.1 liters of fuel per 100 kilometers.
Borgward BX6 2018-2019 video test
Borgward announced at the Shanghai Motor Show that it is going to start selling its cars in Russia. This is primarily about, which is produced at a plant in the suburbs of Beijing and sold in China since July last year. However, this spring, Borgward presented a more compact (in the title photo), which is about to enter the Chinese market - and which in the future should also enter Russia.
According to Autoreview, the company has already begun the process of certification of cars in our country, however, General Director Ulrich Volcker during an interview in Shanghai confirmed only that the Russian market is now being studied and a promotion strategy is being formed. According to Volcker, Borgward considers itself to be in the segment of "affordable premium", and first of all sees Volkswagen as competitors at the global level. True, the head of the company refused to outline the price segment. In Russia, Borgward initially plans to sell only imported cars, but if the sales volume grows steadily, the company will begin work on localization.
Borgward BXi7 with electric motor
Recall that Borgward is a German brand that was founded in 1919, but in 1961 the company went bankrupt and was revived only in May 2015. The project for the second birth is the Chinese company Foton, which is part of the BAIC concern and is engaged in the production of commercial vehicles, but in 2010 began developing passenger cars, inviting managers, engineers and designers from Mercedes, BMW and Porsche.
However, it was not until 2013 that Foton entered into an agreement to purchase the brand with Christian Borgward, who owned the rights to the Borgward name and had been looking for opportunities to revive the family brand for almost ten years. Two years later, the company was registered in Stuttgart as a German company and made its debut at.
Since 2016, former Mini stylist Anders Warming has taken over as chief designer, but the BX7 and BX5 were of course completed before his arrival, with contributions from former Saab chief designer and author of the second generation Saab 900 and Saab 9-5, Einar Hereide. In the development of the platform, Borgward collaborated with global contractors: a two-liter turbo four was helped by FEV, a preselective "robot" and four-wheel drive - from BorgWarner, and an electromechanical variator for hybrid versions - Aisin.
The hierarchy of models is simple: the BX7 is an analogue of the Audi Q5, is almost identical in size and is equipped with a 2.0 turbo engine (221 hp). Since July last year, 30,000 of these cars have been sold in China - not the most outstanding result. But Borgward is hoping for a more compact BX5 with a 1.8 turbo engine (190 hp) - a classmate of golf crossovers such as the Volkswagen Tiguan or Hyundai Tucson. In addition, a coupe-like crossover was created on the basis of the BX5 (it has not yet reached the conveyor), and two more platforms are in development - for a shortened crossover and for an electric car, which will be presented in a year.
A modest result in the domestic market encourages Borgward to be active on the export front: according to Ulrich Volcker, at the moment the car certification process has been launched in almost 30 countries. Russia is not in the first place on the list of priorities: Volcker explained that the firm is now focused on launching sales in the Middle East and has already signed a contract with an importer in Qatar. The next priority market is South America, and in 2018 Borgward will begin construction of a plant in Germany. Thus, the appearance in Russia should be expected not earlier than next year.
It’s completely incomprehensible where the German auto manufacturer Karl-Friedrich-Wilhelm Borgward dug that name for his new mid-range model. His mother was Sophia, his wife - Elizabeth, daughter - Monica, among the older and younger sisters, too, not a single Isabella was noticed ...
Any romantic childhood friend? Hardly: Karl-Friedrich-Wilhelm was born in 1890, there was not enough room for romance in Germany during his childhood. Of course, it cannot be ruled out that the manufacturer, who himself received all three of his names in honor of the German emperors, starting with Charlemagne, simply named his novelty in honor of some historical person. Say, Isabella of Castile, whose union with Philip of Aragon laid the foundation for the modern Spanish state. But there is no reliable data on this score.
It is only known for certain that it was he, Karl-Friedrich-Wilhelm Borgward, who gave this name to the car, which in the course of development bore a completely different service designation - Erlkoenig. And one more documented fact: the very first copy of the elegant coupe was given to Elizabeth Borgward, and two years before this model went into production. A loving husband presented her with an exclusive car in 1955, for her birthday and on the occasion of the twentieth anniversary of her family life. The car was painted in a striking orange-red ("tomato") color and had an automatic transmission; Frau Borgward drove it until the end of her life - the car still remains the property of the Borgward family, only the color changed to a more modest dark blue.
The production of cars under the Isabella brand began back in 1954 - this model replaced the Hansa 1500/1800 on the conveyor, of which the Borgward firm was rightfully proud as the first truly post-war West German model. All other automakers in the country were still driving their pre-war models to the market - and in Bremen they had already launched the serial production of a modern smooth-sided car with a "pontoon" (that is, three-volume) body! Even Mercedes-Benz kept up with its "pontoon" only by 1953 - Bremen's Hansa had been in production for more than three years by the time this model appeared and had as many as seven modifications, including three diesel ones. Models were offered with two doors and with four, open and cargo-passenger. As it turned out, the German buyer of the first half of the fifties did not seem to need such a variety - they refused from the release of a four-door modification when switching to the Isabella type range, as well as from diesel traction, leaving only a four-cylinder gasoline engine with a capacity of 1493 cc. see working volume.
The convertible, however, had to be left - this type of body continued to be in great demand among the Germans, in spite of everything - and the cargo-passenger modification too; another thing is that this version went on sale only from May 1955, while the first two-door sedan solemnly rolled off the main assembly line on June 10, 1954. (The open model was produced by the Cologne body company Karl Deutsch, cutting off the metal top from the standard sedan.) In September 1955, deliveries of Borgward Isabella cars began in the TS (Touring Sport) version, - with a 75-horsepower engine instead of the standard 60-horsepower one, and in In 1957, the line of models was replenished with a two-door coupe, modeled on the personal car of the owner's wife.
The chassis of the novelty was no different from the original versions - the same independent suspension front and rear, the same four-speed transmission, the same steering gear based on a pair of "worm and roller", the same drum brakes with hydraulics; even the wheelbase remained the same, 2600 mm. However, due to the shortened interior - the car belonged to the "2 + 2" class, and it was not supposed to have a full-size rear sofa, - the length of the trunk increased sharply, as a result of which the proportions of the body changed dramatically, and the intensive plastic of the sides even more "stretched" the car along horizontally, dismembering its volume below the glazed "attic" with sweeping and bold strokes of light lines. The new silhouette was very successfully complemented by the contour of the top - the car turned out to be stylish and elegant, while maintaining the "family resemblance" to the rest of the Isabellas due to the same frontal processing.
In the second half of the fifties, German car styling was generally on the rise, at this time the BMW 503, and the BMW 507, and the Mercedes 300 SL, and the Mercedes 190 SL, and the Volkswagen Karmann-Ghia were born; even the miserable socialist Wartburg with its three cylinders - and it looked smart and dapper even in its serial four-door version, not to mention the experimental or small-scale two-door models ... And still, in 1957, there was no more spectacular and beautiful car in either East Germany or Western than the Borgward Isabella Coupe. Against the background of this car, not only all the other Isabelles were lost, but also the Ford Taunus and Opel Olympia Rekord with their newfangled "American" styling, not to mention every little thing like DKW or NSU. And for all this beauty they asked for less than 11 thousand marks, while the "one hundred and ninetieth" Mercedes (W 121) cost at least sixteen and a half, and the "three hundred" with lifting doors (W 1981) generally cost about thirty. By the way, nowadays a well-restored Isabella Coupe can cost about 18 thousand - but not marks, but euros: “feel the difference” ...
The only "facelift" of the car, a purely cosmetic one, fell on August 1958: all Borgward Isabella cars changed the front cladding, slightly reducing the corporate "diamond" - now it was inscribed into the cutout of the false radiator, and not superimposed over it. Since May 1960, on all models of this type range, they began to offer a four-band "automatic" instead of a standard transmission - this box bore the proud name Hansamatic, but in fact was not a company's own development, but was imported from the English company Hobbs. This pleasure was quite expensive, 980 marks in excess of the full cost of the car, and therefore was not in great demand. Another option turned out to be much more popular - the Saxomat automatic clutch: a centrifugal clutch and a vacuum chamber, acting together, “squeezed out” the clutch as soon as the driver grabbed the transmission lever, and turned it back on with the first pressure on the accelerator pedal.
It was generally a fairly common device in those days - it was equipped with European cars of various brands: BMW, Opel, NSU, Glas, Volkswagen Beetle, and even SAAB. The Cologne wizards from the firm of Karl Deutsch tried to make a two-seater convertible out of the Isabella coupe, using the same method of “amputating the roof”, but the audience met this venture with coolness: the car in the open version was not so hot, and it cost it is already 15,600 marks, while their usual (that is, made of a sedan) convertible car, which accommodated five, was sold for only 12,535 marks in the most expensive version of TS. So Karl Deutsch was able to build and sell only a dozen such "coupe-convertibles", plus another similar car was built to order by Georg Autenrieth in Darmstadt. Nowadays, such cars come across quite often, but all this is completely remakes: you can see it with the naked eye.
The production of Isabella machines continued until the complete cessation of operations by Borgward as a result of a hostile takeover. It was this car that was the last to leave the factory assembly line in the fall of 1961, crowned with a touchingly bitter poster: "Goodbye, Isabella, you were too good for this world ..." However, that farewell copy still had a sedan body, not a coupe.
Borgward is a German brand that has experienced boom, popularity, ruin and attempts at rebirth. And now, after a few decades, Borgward is "born" with a modern stylish crossover BX7, which was launched not in Germany, but in China.
Borgward - a story of rise, fall and conspiracy
The Borgward company was founded in 1919 and initially produced various-sized cars - cars, trucks and even buses. The founder of the company was the German engineer Karl Borgward, whose name the firm bore.
Particularly popular was the Borgward Isabella passenger model, which at one time received a 1.5-liter engine with a capacity of 75 hp. The production of the model began in 1954 and by 1962 reached its climax - during that year more than 200 thousand cars of this line were created. As for the bodywork, the Borgward Isabella was produced on the basis of several body types. Among them are sedan, convertible, sporty coupe and station wagon.
The consumer loved the car so much that it was imported not only to European countries, but even to Australia. And in 1959, the company showed in Germany the country's first car with air suspension. Plus, the bodywork was automatically adjusted, which was also an innovation.
Closer to 1961, articles began to appear in the media about the unstable financial condition of the Borgward plant - rumors spread and fueled by the press. According to one version, this policy was provoked by the firm's competitors, who wanted to push it out of the market. Now there are disagreements on this issue - many believe that Borgward's financial difficulties were not so catastrophic and a small investment could easily save the company.
But be that as it may, in 1961 Borgward went bankrupt, and in 1963 its founder Karl Borgward also died. The equipment was sold to Mexican businessman Giorgio Gonzalez, who continued production of the P100 and Isabella models until 1970.
Later, Karl's grandson Christian began to revive his grandfather's business, bringing in Karlheinz Kness, his business partner. Under their leadership, a company of specialists began the revival of the once popular car brand. We assume that the "revival" consists in the sale of part of the rights to the brand to Chinese capital and exploitation for the reward of the German name of the original company founder.
What is the "German" model now
According to official data, the new Borgward BX7 is a car of the revived German brand, which is the brainchild of the most real German developers. Although we are pretty skeptical about this beautiful story. In fact, the base for the off-road vehicle was the most Chinese car model - BAIC Senova X65.
Borgward's marketers (today the company is wholly owned by Foton Motor, a subsidiary of the almighty conglomerate Beijing Automotive Industry Corporation, BAIC, which is mainly engaged in commercial transport) simply changed a number of skin elements and pasted new nameplates on the Senova X65 crossover, popular for cloning within BAIC, and a new The "German" car is ready for sale. The wheelbase of both models is 2,670 mm.
Borgward BX7 has been produced in China since 2016, its production has been established at the facilities of the already mentioned Foton Motor. Now the car is assembled in Beijing and sold on the domestic market. There, its price tag fluctuates around 170,000 yuan, which in terms of US dollars is approximately 25,000.
The company planned to arrange deliveries of the new Borgward BX7 crossover to the Middle East and South America. A little later he promised to reach the Russian car market.
At the beginning of 2018, it became known that the new product received a certificate from Rosstandart and is about to go on sale in the domestic market. However, there is no exact information on this yet. In the fall of 2017, the St. Petersburg United Automobile Corporation (UAC) signed a dealer memorandum with Borgward and transparently promised sales in 2018, but that was all. And after a while, information leaked out that the conclusion of an agreement with China is still at the stage of negotiations.
Apparently, the data that the price tag for the Sino-German crossover in Russia will be about 1 million rubles should not be completely trusted either.
Technical stuffing
Borgward BX7 has a 2.0-liter 4G20TI1 turbocharged gasoline engine under the hood, in two versions: 201 hp. with., as in (although the latter unit is numbered as G420), and 224 hp. In addition to it, there is a 6-speed automatic transmission and four-wheel or front-wheel drive.
For the Russian version, the manufacturer promises an air conditioning system, a pair of airbags, and a sunroof. The mirrors and side windows are electrically operated.
It is worth noting that in China, Borgward is equipped with four pillows, good multimedia and a voice control system. More expensive configurations, in addition to standard air conditioners, an interior with leather substitute and parking sensors, are complemented by inflatable curtains, xenon headlights, and an electric drive for the tailgate. There are also rain sensors, video cameras, an Internet access point and other nice and useful "things".
The main feature of the model is the ability to order a car of different capacities. You can choose from a car with five, six or seven seats. Expensive options offer their owners a panoramic roof and three-zone climate control. The second row of seats has the function of moving back and forth, and the seats are heated (both in the first and second rows) and ventilation.
The steering wheel is multifunctional, and the steering column can be adjusted in height and depth if desired. The on-board computer is equipped with a color monitor; a modern anti-theft system is responsible for security. The seats have a split backrest, and you can also change the angle of inclination.
Main characteristics and dimensions
As for dimensions, the Borgward BX7 is 4,713 mm long. Vehicle width 1,911 mm, height 1,694 mm. As for the rims, the car comes with a 17-inch light-alloy version.
The body part, and the interior of "Bogward" to some extent resemble the good old crossovers of famous brands, such as the Audi Q5, BMW X3 and even Cadillac XT5. The ground clearance of the novelty is 190 mm.
Appearance
The car can be described in one word - solid. This is not a catchy, spectacular off-road vehicle, from which domestic cars shy away from each other, and expensive foreign cars respectfully give way. The Borgward BX7 looks like a solid, reliable crossover. But not primitive. The streamlined body shape and inconspicuous lateral bends give it swiftness and sportiness, a slightly aggressive powerful radiator grill - brutality.
For such a look, the BX7 has to say "thanks" to the Norwegian designer Einar Hareide, who once led the design department at SAAB Automobile and now heads his own firm Hareide Design, which works under contract with Volvo, Rolls-Royce Marine, Cisco and others.
The main beam headlamps have a not quite standard interior corner shape, and the LED high beam adds a touch of style to the car.
The salon also meets the "solid" characteristic. Stylish configuration of the dashboard, high quality of finishing materials and the absence of unnecessary "decorations" make Borgward BX7 a prestigious practical car, which is not a shame to get behind the wheel of a business person or a simple Russian car enthusiast. It should be noted that, contrary to the manufacturer's statements, the BX7 does not belong to the "premium" either sideways, neither in terms of filling nor in driving performance.
External data and information about technical equipment allow Borgward BX7 to be ranked among high-quality and practical off-road vehicles, without pretentiousness and excessive improvements. For those who appreciate driving performance and versatility in a car, the model will be a good helper. The matter is small - the sale and the price tag. It is hoped that the price of Borgward will be formed with an eye on its Chinese counterpart Senov and will be available to the domestic consumer.
