1912-14 Adler betreft met zeer waarschijnlijk een carroserie v d N.V. Fabriek voor luxe rijtuigen en automobielen vh gebroeders H & F Kimman De nieuwe Haarlemsche ziekenauto zijingang
Dear viewers and readers, when you know about more ambulances starting with the A, I’m grateful and then I fill this blog on so its get still more interesting and complete. Thanks already.
B
Barkas 1000 + Barkas Framo Ambulances from the DDR
1913-Bedelia-BD-1-Livrai569 Ambulance
1914 BEDELIA – CYCLECAR TYPE MICHEL PORTE BRANCARD
Borgward is an automobile manufacturer originally founded by Carl F. W. Borgward (November 10, 1890 – July 28, 1963). The original company, based in Bremen in Germany, ceased operations in the 1960s. The Borgward group produced four brands of cars: Borgward, Hansa, Goliath and Lloyd.
The marque has since been revived by Carl Borgward’s grandson, Christian Borgward, together with his partner Karlheinz L. Knöss, with assistance from Chinese investment, and unveiled the company’s first new car in over 40 years, the BX7 at the 2015 International Motor Show.
Origins of the component companies
The origins of Bremen’s most significant auto-business go back to 1905 with the establishment in nearby Varel of the “Hansa Automobilgesellschaft” and the foundation in Bremen itself of “Namag”, maker of the Lloyd car. These two businesses merged in 1914 to form the “Hansa-Lloyd-Werke A.G.”. After the war, in the troubled economic situation then confronting Germany, the business failed to prosper and by the late 1920s faced bankruptcy. For Carl Borgward, already the successful creator of the Goliath-Blitzkarren business, the misfortunes of Hansa-Lloyd presented an opportunity greatly to expand the scope of his auto business, and he took control of it.
Carl Borgward’s first “car”, the Blitzkarren
The first “automobile” Carl Borgward designed was the 1924 Blitzkarren (lightning cart), a sort of tiny three-wheeled van with 2 hp (1.5 kW), which was an enormous success in the market gap it filled. Traders with a small budget bought it for delivery. The Reichspost ordered many of them for postal service.
Hansa Lloyd
In 1929, Borgward became the director of Hansa Lloyd AG having been able to merge his “Goliath-Werke Borgward & Co.” with “Hansa-Lloyd. The small Goliath-Blitzkarren had by now evolved into the still three wheeler timber framed synthetic leather bodied 5 or 7 hp Goliath Pioneer. Borgward turned his attention to the other businesses and led the development of the Hansa Konsul. In February 1937, there came the new Hansa Borgward 2000and in 1939 the name was shortened to Borgward 2000. The 2000 model was followed by the Borgward 2300 that remained in production until 1942.
After World War II, in 1946 Carl Borgward used some of the brand names from businesses he had acquired over the years to found three separate companies: Borgward, Goliath and Lloyd. This was intended to increase the quantity of steel allocated to his business at a time of austerity and rationing. For many purposes the companies would be run as a single entity, but in a business operated by a man to whom delegation did not come naturally the proliferation of legal entities nevertheless added unhelpful layers of complexity through the 1950s and encouraged a broadening of the range which in the end proved financially unsustainable with the sales volumes achievable. In 1949 company presented the
One of the top engineers at Borgward from 1938-1952 was Dipl. Ing. Hubert M. Meingast.
Isabella and P100
Production of the Borgward Isabella began in 1954. The Isabella would become Borgward’s most popular model and remained in production for the life of the company. In 1960 the Borgward P100 was introduced, equipped with pneumatic suspension.
Sports racers
Borgward introduced a line of 1500 cc sports racers in the late 1950s, with the 16-valve engine from these becoming a successful Formula Two power unit (which was also used by some F1 privateers in 1961).
Financial problems
Although Borgward pioneered technical novelties in the German market such as air suspension and automatic transmission, the company had trouble competing in the marketplace. While larger companies like Opel and VW took advantage of economies of scale and kept their prices low to gain market share, Borgward’s cost structure was even higher than necessary for its size, as it basically operated as four tiny independent companies and never implemented such basic cost reduction strategies as joint development and parts sharing between the company’s makes. Borgward suffered quality problems as well. The
1959-61 Lloyd Arabella 5872Lloyd Arabella was technically advanced as a water-cooled boxer with front wheel drive, but plagued with problems such as water leakage and gearbox glitches. Lloyd lost money on the car even though it was more expensive than its direct competitors.
Controversial company bankruptcy
In 1961, the company was forced into liquidation by creditors. Carl Borgward died in July 1963, still insisting the company had been technically solvent. This proved to be true in the sense that after the creditors were paid in full, there was still 4.5 million Marks left over from the business.
Controversy over the bankruptcy persists
Reports of difficulties at Borgward surfaced in an article that appeared in Germany’s leading news magazine, “Der Spiegel” on 14 December 1960”. The very long, detailed, and in places repetitive Spiegel article was highlighted by means of a picture of Borgward, cigar in mouth, on the magazine’s front cover. It was strongly critical of Carl Borgward’s business approach, and included many of the arguments later advanced to explain or justify the company’s demise. The widest range of cars from any manufacturer in Germany, produced by three till recently operationally autonomous companies (Borgward, Goliath and Lloyd) was supporting a turnover of only 650 million Marks, placing the overall sales value from the combined Borgward auto businesses only in fifth position among Germany’s auto-makers. The 70-year-old Carl Borgward’s “hands-on” insistence on an increasingly manic proliferation of new and modified models featuring adventurous, but under-developed technological innovations (“[ein] fast manischen Konstruierwut“) gave rise to components which too often did not work, broke down or fell apart, resulting in massive bills for pre-delivery remediation and/or post delivery warranty work that found their way back to the company.
The December 1960 Spiegel article was not the only serious public criticism targeting Borgward at this time: suddenly stridently negative (if more succinct) comments also turned up in the influential mass-market Bild newspaper and in television reports. Critical media commentaries also appeared concerning large loans to the Borgward Group provided by the localLandesbank.
It is apparent that the business was confronting cash-flow difficulties at the end of 1960. Capital intensive businesses such as auto manufacturing use their expensive machines and tools most efficiently if they use them constantly at full capacity, but the car market in Europe in the 1950s/60s was more seasonal than today, with sales diminishing in Winter, then peaking in the early summer months: Borgward’s inventory of unsold cars at the end of 1960 was higher than usual, reflecting ambitious growth plans, most obviously in respect of the United States market The December 1960 Spiegel article speculated that of the 15,000 Borgward cars ordered by the North American dealers in 1960 (and of the 12,000 delivered to them) 6,000 might have to be taken back following a slump in North American demand. (Borgward was not the only European auto maker hit by a North American slump in demand for imported cars during 1960. In the same year two ships carrying Renault Dauphines were turned back in mid-Atlantic because the docks in New York were overcrowded with unsold Dauphines.”)
At the end of December 1960 Borgward approached the bank for a further one million Marks of credit, the loan to be backed by a guarantee from the Bremen regional government which initially the Bremen senators agreed to provide. However, following the flood of critical press comment the senators withdrew their guarantee. They now required Carl Borgward to pledge the company itself to the state in return for the guarantee. After a tense 13-hour meeting widely reported in a still hostile media, Borgward agreed to the senate’s terms on 4 February 1961, thereby averting the bankruptcy of the business.
The Bremen Senate also insisted on appointing its own nominee as chairman of the company’s supervisory board. The man they chose was Johannes Semler whom reports generally describe as a “Wirtschaftsprüfer” (public auditor), though this designation, especially once translated into English, does less than full justice to the breadth of Semler’s career. He had studied law at university and worked initially as a lawyer. The scion of a leading Hamburg political family, in 1945 he had himself been a founding member of the centre-right CSU party, and was a member of the Bundestag between 1950 and 1953. Despite his Hamburg origins, Semler was by this time based in Munich, with a network of contacts in the Bavarian establishment that probably included fellow CSU politician and the future German chancellor, Ludwig Erhard, who in 1948 had succeeded Semler in a top administrative position within the Bizone. The appointment of Johannes Semler as the representative of the Bremen senators to chair the Borgward supervisory board would, in retrospect, contribute to the controversy that followed the Borgward bankruptcy.
On 28 July 1961 Semler, as Chairman of the supervisory board joined the directors of the three companies Borgward, Goliath and Lloyd to instigate proceedings for the establishment of a “Vergleichsverfahren”, which would have provided for a court sanctioned scheme of arrangement enabling the business to continue to trade while at the same time protecting the interests of creditors. Two months later, however, in September 1961, the Borgward and Goliath businesses were declared bankrupt, followed in November by the Lloyd business. Subsequent “conspiracy theorists” have suggested that Semler, for reasons of his own, never had any intention of allowing the Borgward auto-businesses to survive.
The conspiracy theory
Carl Borgward himself would not accept that the Borgward, Goliath and Lloyd auto businesses were technically insolvent, and the fact that none of the companies’ creditors lost money supports his case. In the light of what was known at the time, and increasingly in the light of subsequent events, the argument that the business was not really insolvent at all has, if anything, gained support. Nevertheless, evaluation of the issues requires informed and careful judgement, and the opposite case can also be made, that had the company continued trading beyond 1961 there was no reasonable prospect that it would generate sufficient cash to repay existing debts within a contractually established or reasonable period nor, indeed, to repay all necessary subsequently incurred financing and other business debts. At best, Borgward by the middle of 1961 was seen by potential investors and lenders as a much riskier prospect than it had been a year earlier.
The case for a conspiracy
It has been suggested that the media onslaught launched against Borgward at the end of 1960 was part of a well orchestrated covert campaign by other German auto-makers, jealous of Borgward’s success and spotting an opportunity to eliminate a significant rival. Even now, the Spiegel article of 14 December 1960 is strangely shrill, partisan, and out of line with the dry tone that characterised most serious business reporting at the time.
Johannes Semler, appointed by the city fathers to chair the supervisory board, ostensibly, in order to guide the business towards a more secure future, appeared a strange choice for the role despite his excellent network of contacts and long experience at the interface between business and public life. The appointment appeared stranger still after his simultaneous appointment, in 1960, to the board of BMW in Munich, his more recent political power base and by now his adopted home city. BMW had lost its old manufacturing facility in 1945 when Eisenach had ended up under Soviet control and since then had itself struggled to survive financially.
In fact, the appointment of Semler to the BMW board was one of several events which, in rapid succession, marked an improvement in the fortunes of BMW. BMW had itself come close to bankruptcy in 1959, but had been rescued thanks to a massive additional investment by Herbert Quandt, who became, behind the scenes, a remarkably successful “hands-on” principal BMW shareholder. Key to the company’s future was a new saloon/sedan smaller and more sporty than a Mercedes-Benz yet larger than a Volkswagen, and more stylish than anything then to be expected from Opel or Ford. Quandt also recruited an energetic sales director for BMW called Paul G. Hahnemann who later would assert that the BMW 1500, launched at the Frankfurt Motor Show in September 1961, created an important new niche in the German car market. Hahnemann repeated his boast so often that he gained the soubriquet “Nischen-Paule” in the press. Those who contend that Semler’s role in the Borgward bankruptcy was part of a conspiracy orchestrated on behalf of BMW to bring down Borgward point out that the “niche” allegedly defined by the mid-weight BMWs from 1961 actually bore an uncanny resemblance to the niche previously occupied by the Borgward Isabella during the 1950s.
The case against a conspiracy
Cases against conspiracies are seldom as compelling as cases in support of conspiracies. Nevertheless, Carl Borgward’s management style had never been collegiate, and during several decades as a swash-buckling engineer-entrepreneur he had never shown much appetite for opinions at variance with his own. The Spiegel article that kicked off the press onslaught in December 1960 included a withering attack on Borgward for having recently laid off 2,000 people as part of a belated attempt to streamline administration and production. In a period of boom there was little doubt that the affected workers would have found job opportunities with other German automakers, but they would have needed to relocate away from Bremen, and the Spiegel’s description of Carl Borgward’s implementation of the redundancies savagely implied a singular absence of human sensitivity. One way and another, Borgward had over several decades enjoyed plenty of opportunities to create enemies, able to feed toxic stories to the media without any need for a conspiracy among rival auto-makers.
Borgward’s approach to “product planning” was remarkably profligate. In West Germany only Opel, at this time, came close to Borgward in terms of frequency of model changes and facelifts. But Opel were backed by the financial muscle and the strong management support of General Motors, the world’s largest auto-maker and at that time itself a fabulously profitable corporation. In contrast, Borgward had only a generous (but not bottomless) credit facility from the local state bank which he coupled with a personal disinclination to delegate or discuss business decisions. Opel, for all their flamboyant marketing and a domestic market share second only to that of Volkswagen, at this time offered only two models, the Rekord and the Kapitän. It is difficult to keep up with how many different models the Borgward group was supporting. In addition to various commercial vehicles, the 1961 passenger car range included theLloyd Alexander, the Lloyd Arabella, theGoliath 1100 (rebadged in 1959 as the Borgward 1100), theBorgward Isabella and the Borgward P100. The company’s reputation for serious teething troubles on new models was not simply the result of malicious press reporting. Borgward was managed by a 70 year old autocrat without an obvious succession plan. At the height of the crisis talks in 1961 Carl Borgward received (and robustly rejected) a 200 Million Mark offer for his business from Chrysler corporation. Even without his own personal BMW connections, chairman Semler might reasonably have concluded that the Borgward business as then configured had no realistic prospect of remaining solvent for more than few more months without collapsing into a yet more destructive bankruptcy from which creditors would not recover all their cash, and which could easily end up with the company becoming a third significant foreign transplant to compete on financially unequal terms with the domestically owned auto-industry.
Post mortem
The German magazine Der Spiegel published a thoughtful piece in 1966, implying that with more a little more support, and if the proprietor had been more willing to take advice from his own directors, the Borgward company could have easily overcome its financial problems of 1961. But Carl Borgward was financially naive and reluctant to accept advice: his preferred source of credit had always involved shunning the banks and simply taking extra time to pay his creditors, rejecting advice on the financing of his business from his own Finance Director. By Autumn 1960 he was holding on to unpaid creditor invoices worth more than 100 Million Marks for sheet metal and tyres alone. Given that all the company’s creditors were eventually paid in full, the liquidation decision appeared nevertheless to have been taken prematurely.
Production in Mexico
As part of the bankruptcy process, in 1963, all manufacturing equipment for the Borgward Isabella and P100 was sold to a buyer in Mexico. Production in Mexico was delayed, but was started in August 1967 by entrepreneur Gregorio Ramirez Gonzalez. Production in Mexico ceased in 1970.
On May 21, 2008, Christian Borgward, grandson of Carl F. W. Borgward, together with his partner Karlheinz L. Knöss, founded Borgward AG in Lucerne (Switzerland). In 2005 Borgward (President) and Knöss (CEO and Vice President of the Supervisory board) started the revival of Borgward. They started the development of the new Borgward automobiles with Norwegian stylist Einar J. Hareide, who had previously worked on the Mercedes-Benz E-Class, set up the organisation and engineer team and developed a car concept.
Christian Borgward owns the brand Borgward. Borgward AG is responsible for the development, production, sales and marketing of Borgward cars, ships and aircraft.
Borgward has announced plans for a new car at the 2015 Geneva Motor Show after a 54-year hiatus. The new company will be backed up financially by Chinese truck manufacturer Foton.
The Borgward BX7SUV was introduced at the IAA, Frankfurt in September 2015.
A concept version of a second, smaller SUV, to be named BX5 when in production is to be announced at the 2016 Geneva Salon.
Photos of CLASSIC MOTORSHOW 2011 exhibition in Bremen (Germany) on February, 4th of 2011.
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Das Heck erinnert ein wenig an den Porsche Macan
aufgenommen beim Borgward-Treffen in Willich
aufgenommen beim Borgward-Treffen in Willich
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German carmaker Borgward announced comeback during the 85th. International Motor Show in Geneva, Switzerland, on Thursday, March 4th, 2015. (CTKxPhoto/RenexFluger) CTKPhotoF201503040852401 PUBLICATIONxINxGERxSUIxAUTxONLY rfl German carmaker Borgward announced Comeback during The 85th International Engine Show in Geneva Switzerland ON Thursday March 4th 2015 CTKxPhoto RenexFluger PUBLICATIONxINxGERxSUIxAUTxONLY RFL
That was all I could find about Borgward, Goliath, Hansa, Lloyd. There is more about DKW, Horch, Audi, EMW, Glass, Goggomobil, Tempo and other marks with somethimes the same look. Look at publications on myntransportblog.com further. See you all later. Enjoy.
Last month drafted an unofficial historical synthesis of a company established in the city of Zaragoza (Spain), the current Tata Hispano. Such a company was started in 1939 as Talleres Nápoles by don Vicenzo Angelino Gervacio. As mentioned the multiple debts caused that this illustrious entrepreneur of Genoese origin lost the company.
However, don Vicenzo Angelino “did not remain with arms crossed” and began in the middle of the 1960´s to another company, dedicated to the production of cabins for truck and bus bodies. The new company, factories Zane, S.A. was incorporated on October 11, 1965, with registered office in camellias Valdefierro, Zaragoza s/n Street.
The company was located in a batch of 18 thousand square meters, into manufacturing operations, had four buildings of 3 thousand square meters each, where were the body works. There was also a painting of 750 square meters workshop, another section for the polyester of the same dimensions, and a Department of stores of thousand square meters. Offices occupying a surface area of 750 sqm.
The initial program included the manufacture of bodywork for minibuses of 9 to 20 spaces, bus interciudades from 21 to 55 seats and bodies for buses of 10 people seated and 29 foot up to 25 seats and 90 foot. The manufacture of bodywork could be interchangeably on platforms Sava-Austin, Borgward, Avia and others. During the first year were manufactured bodywork for around 300 vehicles.
In 1967, factories Zane presented a model of integrated, frame and body forming a self-supporting Assembly to convert trucks into buses. In this way the core elements of a truck could take such as engine, transmission, axles, steering and brakes, rack removed to be replaced by self-supporting bus Assembly.
The following photographs correspond to some of the models of bus bodywork by factories Zane. The photos are part of a catalog published by the company and that it appears online at http://www.camionesclasicos.com/FORO/viewtopic.php?f=12 & t = 17806.
Below is an aerial view taken in 1969, in which ships of the Zane factories are and the Fund are former factories Naples already by then had changed to Van Hool, Barreiros Diesel, Hispano Carrocera and future Chrysler Spain than they were.
It is unknown for certain when Zane factories stopped producing car bodies. But a story published on January 19, 1967, published by the Madrid daily ABC shows expected results differed significantly as planned.
The note reads as follows:
“Eighty-two workers of the factory Zane, S. A.», company received the benefits of the pole of development, for the construction, reconstruction and repair of bus bodies, ceased in their jobs within a period of 15 days as a result of the crisis record raised by the company resolved favorably by the Provincial delegation of labour”.
“The Chairman of the Board of the company concerned, Vicenzo Angelino don, has stated that he cannot speak of crisis, but it is simply a fully justified downsizing.”
“Are kept in the company 93 workers engaged in the first call made at the pole of development, to whose benefit are welcomed.” Those who say goodbye to plans give enlargement that had the company and which have now been denied. “Apart from the joint providers, reducing overall facing houses is due to the refusal by the Ministry of industry”.
The Spanish press subsequently published some news about the company, nor any commercial advertisement.
Factories Zane is currently a real estate company with offices in Calle Avila 10, Zaragoza, in which for some time were the Talleres Nápoles.
Tempo, (also known as Vidal & Sohn Tempo-Werke GmbH), was a Germanautomobile manufacturer based in Hamburg. The company was founded by Oscar Vidal in 1924.
The company was well known in Germany, producing popular vans like the Matador and the Hanseat. Tempo also produced small military vehicles during the 1930s and 1940s.
History
Tempo Hanseat
The Goliath Dreirad (Threewheeler) was similar to the Tempo Hanseat
Tempo was founded as Vidal & Sohn Tempo-Werke in 1924. During the 1940s, Tempo produced small military vehicles.
1930 JLO TEMPO
1936 Tempo G 1200
1939 Tempo G1200
Post-war the requirement of the Bundesgrenzschutz, in West Germany, to acquire a suitable vehicle for Border patrol led to production of the 80″ and 86″ Tempo from 1953 to 1957. The Tempo 80″ and 86″ was built using a rolling chassis from Land Rover, but attempts to continue production with the 88″ and 109″ models were not successful.
In 1958, Firodia Ltd, an Indian manufacturer of cars (Now known as Force Motors), started the production of Hanseat three-wheeled cars with the collaboration of Tempo-Werke. Later on, Tempo introduced the Matador, which (along with the Hanseat) was extremely popular in India where it was used as goods carrying vehicles. The four-wheeled Matador remained under production by Tempo from 1949 till 1967.
In 1966, Tempo partnered with Hanomag AG, the produced vehicles were sold under the name of Hanomag. From 1967 to 1970 the vehicles were sold under the new name “Hanomag-Henschel”. In 1971, Hanomag-Henschel, and within Tempo, was purchased by Daimler-Benz AG. Tempo remained on the production of vans until 1977. From 1966 to 1977, all vehicles produced by Tempo were sold under a different name, either Hanomag, Rheinstahl-Hanomag, Hanomag-Henschel, or Mercedes-Benz.
Various Tempo vehicles were once extremely common as goods carrying vehicle on the streets of Indian cities where the Indian company marketed them.
Licensed production by other companies
1950 Tempo Matador
1949 Tempo Matador 1400 LF 8 der Werksfeuerwehr TWS von Scharni
Hanomag-Henschel F 20
Tempo Hanseat boxvan
Tempo (Bajaj Firodia) Matador F307
In Spain Tempo Onieva, later taken over by Barreiros, made Tempo Viking vans and light trucks featuring Barreiros diesel engines.
In Uruguay Tempo Viking and Matador were made by Germania Motors.
In the UK, Jensen Motors made the Tempo Matador too, known as Matador 1500 or Jensen Front Wheel Drive, starting in 1958.
The Tempo Hanseat remained under production by Force Motors Ltd under the name Bajaj Tempo Hanseat from 1962 to 2000 (“Firodia” in latter years).
Goliath motors ltd in Bremen (Part of the Borgward-group) also produced a threewheeler until 1961, but this was not a version of the Hanseat. The Jolus Minx 1963-65 F1 car used suspension and cut down drive shafts from the Matador.
1949-52 Tempo Matador
1949-56 Tempo Matador surveillancewagen. KLM-Terreinpolitie van 1949-1956 Schiphol
Company founded under Gebr Ottenbacher.Production of Surrey.
1900
Company name under carriage factory Gebr Ottenbacher.Production of the first motor car bodies.
1920
Karosseriefabrik Biberach, owner G. Ottenbacher.Beginning with the bus production.
1940
Company name under body factory Gebr Ottenbacher, Gustav and Otto Ottenbacher.Production of a wide variety of jobs in the field of car body.
1950 – 1960
Karosseriefabrik Ottenbacher GmbH, after separation from Gustav and Otto Ottenbacher.Production relocation and new construction in the Freiburger Str in Biberach.Expansion of bus production and entry into the cabin construction, and manufacturing of vehicles for the fire department.
1970 – 1982
After comparing (now insolvent), and death of Otto Ottenbacher sen.followed turbulence and financial constraints, the bus production was discontinued.Rescue attempts, inter alia, with the production of motorhomes.
1983
Capital of the GmbH increased by introduction of Roland Denz by 100%.
1984
Following the departure of Otto Ottenbacher jun.took place over the company Karosseriefabrik Ottenbacher GmbH by family Denz and renaming the company in Karosseriefabrik Biberach GmbH.There was a manufacturing Cleanup and commencement of production of bodies and trailers for commercial vehicles.
1990
After years of consolidation with expansion of production in the cab and cab construction, as well as in the field of commercial vehicles, the body factory Biberach GmbH has established itself firmly in the market.
2003
Award for eco-profit company in the city Biberach an der Riss Introduction of an internal quality management system
2010
Our company is now established far beyond the country’s borders in the market.More than 100 employees manufacture in Biberach for customers in Germany and in other European countries, which speaks for our healthy growth. Our strength lies in the individual one-off production as well as in series production. Approx.60% of our turnover comes from the range cabs and cabins, about 30% to the special bodies and trailers for commercial vehicles and 10% for spare parts and merchandise.
Norddeutsche Automobil und Motoren GmbH (North German Automobile and Engines) was a German brand created in 1908 and was owned by the Norddeutscher Lloyd shipping company. The factory was in Bremen. Many of the products of the company and its successors were badged with the Lloyd marque.
The German Lloyd had no connection with the British Lloyd Cars Ltd company active between 1936 and 1951.
1908–29
The first cars were licence-built Kriéger electric vehicles. Petrol-engined models followed in 1908 with 3685 cc engines, but few were made. In 1914 the company merged with Hansa to become Hansa-Lloyd Werke AG. Most of the cars made by the new company were sold as Hansa with the Hansa-Lloyd name attached to commercial vehicles only. Nevertheless two cars, the 4-litre Treff AS and the 8-cylinder 4.6-litre Trumpf AS were badged as Hansa-Lloyds. The company was integrated in the Borgward group after the purchase of Hansa by Carl F. W. Borgward in 1929, and car production ceased.
Lloyd as a marque name only entered mass-production of cars and light trucks in 1950 with the company becoming Lloyd Motoren Werke GmbH – still in Bremen. The very first cars (the Lloyd 300) were wood and fabric bodied. Steel bodied construction took over gradually between 1953 and 1954 (Lloyd 400).
The Lloyd 250 was called “Prüfungsangst-Lloyd” (“Lloyd for exam nerves”) as they appealed to owners of older driving licenses who could drive it without having to pass a new driving test for cars with a cubic capacity of over 250 cc, a test which was introduced in a legal reform of the mid-1950s. With a power of only 11 hp (DIN), the Lloyd’s designers saw a need for saving weight, and thus offered the LP 250 without a back seat, bumpers, hub caps or trims. However, most buyers ordered the LP 250 V with these features as optional extras.
Overall, the vehicles matched the need for small and cheap cars which were a characteristic of post-war Germany, and they provided a comparatively high standard in comfort and reliability. They rose to third place in the annual licensing statistics for several years in the 1950s, behind onlyVolkswagen and Opel. In spite of this success, there was little prestige to be gained by driving a Lloyd. In the vernacular, the Lloyd 300 was called“Leukoplastbomber” due to the owners’ habit of repairing nicks in the fabric of the body with sticking plaster called LEUKOPLAST. A contemporary derisive verse went “Wer den Tod nicht scheut, fährt Lloyd” (“He who is not afraid of death, drives a Lloyd”).
Pietro Frua designed a coupé on the basis of the Lloyd Alexander; it was presented at the Turin Motor Show in November 1958.
The parent company failed in 1961 but cars were still made up to 1963. By this time, the LP 900 was named “Borgward Arabella” instead of “Lloyd Arabella”.
Lloyd 600 LP, LS and LC, Alexander and Alexander TS
176524
Lloyd Arabella and Arabella de Luxe
47549
Australian production – The Lloyd-Hartnett
The Lloyd 600 was assembled in Australia by a company formed as joint venture between Carl Borgward and Laurence Hartnett in the late 1950s.The car was introduced in December 1957 as the Lloyd-Hartnett and a total of 3000 cars were built before production ceased in 1962.
1951-hartnett-pacific-594cc
1957 Lloyd Hartnett Alexander
1959 Lloyd-Hartnett (Aus)
Lloyd-Harnett-Alexander
That’s it
When you want more off this, look at Borgward, DKW, Goliath, Hansa, Hansa Lloyd !!
Al this marks have something to do with one or the other, it are combination’s from different cars, or somethimes the same cars with another name. They al come from Germany, the DDR, or other countries blonging to former easter Europe. Some cars begun a second or third live in India, Argentina.
This time I put all the different means of transportation together, so cars, ambulances, trucks, fire&rescue equipment. Enjoy this very weard collection:
AUDI
AUTO UNION
auto union 1938
AWZ
AZLK
BAJAJ TEMPO
BARKAS
BMW
BORGWARD
DIXI
DKW
EMW
FRAMO
GAZ
GLAS
GOGGOMOBIL
GOLIATH
GUTBROD
HANSA
HEINKEL
HORCH
IFA
LlOYD
MELKUS
MERKUR
TEMPO MATADOR
MOSKVITCH
NAMAG
?
NSU
PHÄNOMEN
PRAGA
RASTROJERO BORGWARD
ROBUR
SCALDIA
TEMPO
TRABANT
UAZ
ulyanovskiy avtomobilnyi zavod
VOLGA
WANDERER
WARTBURG
AWZ-Zwickau Car Logo
ZWICKAU
This search took such a lot of time that I keep it with the logo’s. In the next chapters I show in timeperiodes the cars belonging.E
Hansa was a German car brand, which was part of the Borgward group. Hansa was based in Bremen.
The Hansa-Lloyd company, in the Bremen suburb as Hastedt, had been established as a car and truck makers since 1905.
Hansa-Lloyd-Werke was bought in 1929 by Carl F. W. Borgward because the factory was conveniently located opposite to his own Goliath factory on Föhrenstrasse in Bremen Hastedt. The range of trucks of Hansa-Lloyd was complementing the Goliath range, and the purchase allowed Carl Borgward to fulfill his dream to produce his own cars.
Zie ook hoofdstuk over Borgward.
Carl Borgward stopped Hansa-Lloyd’s production of luxury cars, but continued its line of trucks. The Hansa Konsul and Hansa Matador were introduced and shortly thereafter the small rear-engined Hansa 400 and 500.
In April 1933 the tax rules which were favoring small cars such as the Hansa 400 were abolished. Hansa decided to produce the new Hansa 1100 four-cylinder two-door all-steel Sedan, and then the six-cylinder 1700 and 2000. The 2000 carries the Borgward brand. The name Hansa started to be phased out, becoming Hansa Borgward, then Borgward Hansa and finally Borgward.
In the Second World War, the factory was completely destroyed.
Post war
Goliath Hansa 1100 Coupe
Buses
1920-30’s photo of Hansa-Lloyd Elektrolieferwagen Reichspost omnibus
De wagens van Lijstertours 1956 vlnr de DAF 12, de Büssing 14, de DAF 9, de Borgward 10, de Bedford 7, de Franse Ford 4, de Volvo 3 de Opel 8 en de Opel 16
Vandaag eindelijk tijd voor een nieuw hoofdstuk in mijn BUSSEN Alfabet, het gaat niet snel, en ik weet niet waar ik zal komen gedurende mijn leven, maar dat is van meer afhankelijk, en ik ga me door mijn eigen drukte toch niet laten tegenhouden. Vandaag komen we bij BORGWARD. Ik ben op Facebook ook lid geworden van de Borgward club, en dat is leuk. http://en.wikipedia.org/wiki/Borgward Op Wikipedia is ook het een en ander te vinden.
Borgward Embleem
Borgward Isabella 1958
Borgward Pullmann-Kleinbus-Taxi
Borgward 2,5 Diesel Bus
Borgward B1500 (bus 10) met bovenin de bergramen
om het uitzicht naar buiten voor de passagiers te
vergroten bus-10 Met Tjeerd de Lijster Zelhem
Borgward B 250 Ottenbacher 3308cc 60p 1954
Borgward 611 folder 2 b611-bus
Borgward B 1500 D MB Diesel 1755cc 1953
Borgward 3000
Borgward b 611 05
Borgward b 611 34
Borgward b611-brandweerbus-Commandowagen uit Den Haag
Borgward B 611 Keinbus-Kombi 1957
Borgward B611-bus
Borgward b1250-bus1
Borgward B611 autobus SJ-81-13
Borgward b1500-bus
Borgward B1250-f1
Borgward b1250-krankenwagen
Borgward b1500-bus
Borgward b1500-kleinomnibus
Borgward Bus der Bremer Verkehrsbetriebe
Borgward omnibus
Borgward B2000 Kübelwagen
Borgward b1500-omnibus
Borgward BO 4000 1952
Borgward b2500f
Borgward B4000 1952
Borgward-Busse-oldtimer
Borgward BB 5.3 Diesel 4862cc 1952
Borgward Bus Sparkasse Bremen
Borgward Bus Sparkasse
Borgward flughafen-omnibus
Borgward bus treffen
Borgward busjes
Borgward Goliath was part of the Borgward-group and based in Bremen
Adler w61 5555©Holger Erdmann
Adler KFZ 13 Armoured CAR
1939-albion-463
Albion model 40 Ambulance
Albion AM463
1956 Alfa Romeo 6c 2500 ambulance colli 
Alfa Romeo Police Ambulance
Alfa Romeo 2 Fadisa Rode Kruis Ambulancia
Alfa Romeo Ambulance
ALFA ROMEO F12
1988 Alfa Romeo 14 AR 6 Ambulance (Alessio3373)
2007 Alfa Romeo-159-Wagon-Ambulance
Alfa Romeo (A-0.3-TE) Sp
1993 Ambulance Alm Acmat UN 4×4 
1996 Ambulance ALM-АСМАТ ТРК-4.32SB, 4×4 
ALM-АСМАТ Ambulances
Alvis Stormer ambulance and an FV432 armoured personnel carrier
Alvis saracen ambulance
Ambulance – Emergency – boats – ships
All Emergency – Evacuation – Ambulance Buses
Cycle Respons Units, Field Ambulances and Trycyle Ambulances
Motor and Scooter Fast Reaction vehicles and ambulances
American La France 500 series 15020 Ambulance
2007 AM-16305 ACTERRA AMERICAN LA FRANCE AMBULANCE
2005 Freightliner M2 American La France Medic Master Crew Cab High Top Fire Rescue Ambulance
Audi Fast responders.
1936 Austro-Fiat AF Junior Krankenwagen
1936-37 Austro Fiat AFN Fahrschule WH-678217 © Sammlung Holger Erdmann
1983 Avia A-21 F
Avia 20 Fourgon ambulance
Bedelia Ambulances
1950 Bedford KZ Ambulance
1951 bedford-ambulance
1952 Bedford KZ, Nottinghamshire County Council Ambulance Service
1940 Bernardet Sidecar
1970 BMC LD05. Ambulance
EMW+BMW Ambulances, Quick Responders and Motorambulances
1957 Borgward В4500А, 4×4 
Borgward b611-kw-1 
1949 Borgward b1000-krankenwagen 
Borgward b1250-krankenwagen2
Borgward b1250-krankenwagen 
Borgward b1500-krankenwagen 
Borgward B-4500 AK Rote Kreuz
1939-45 Borgward L 1400 Krankenwagen © Holger Erdmann
Bremach Ambulances
Several different Buick(s) (Flxible) (Visser) Ambulances from 1918-1965
![1954 DKW [Auto Union] F89 Meisterklasse Cabriolet](https://myntransportblog.wordpress.com/wp-content/uploads/2014/03/1954-dkw-auto-union-f89-meisterklasse-cabriolet.jpg)
![1957 DKW Schnellaster [e]](https://myntransportblog.wordpress.com/wp-content/uploads/2014/03/1957-dkw-schnellaster-e.jpg)
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