Borgward is surely an automobile manufacturer originally launched by Carl F. W. Borgward. The original company, based in Bremen with Germany, ceased operations in this 1960s. The Borgward group developed four brands of cars: Borgward, Hansa, Goliath and Lloyd.The marque has considering that been revived by Carl Borgward's grandson, Christian Borgward, together with his spouse Karlheinz L. Knöss, with assistance from Oriental investment, and unveiled the business's first new car throughout over 40 years, the BX7 at your 2015 International Motor Demonstrate.The origins of Bremen's most significant auto-business resume 1905 with the place in nearby Varel on the "Hansa Automobilgesellschaft" and the muse in Bremen itself associated with "Namag", maker of the Lloyd auto. These two businesses merged in 1914 in order to create the "Hansa-Lloyd-Werke A. G. ". After the war, in the troubled economic situation then confronting Germany, the business failed to prosper and because of the late 1920s faced individual bankruptcy. For Carl Borgward, already the successful creator in the Goliath-Blitzkarren business, the misfortunes of Hansa-Lloyd presented an opportunity greatly to expand this scope of his automotive business, and he took control than it.
The primary "automobile" Carl Borgward intended was the 1924 Blitzkarren (turbo cart), a sort of very small three-wheeled van with 3 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 quite a few for postal service.In 1929, Borgward became the overseer of Hansa Lloyd AG having been able to merge his "Goliath-Werke Borgward & Corp. " with "Hansa-Lloyd. The small Goliath-Blitzkarren had chances are evolved into the nevertheless three wheeler timber framed synthetic leather bodied 5 or perhaps 7 hp Goliath Pioneer. Borgward turned his focus on the other businesses and led the development from the Hansa Konsul. In February 1937, there came the brand new Hansa Borgward 2000 as well as in 1939 the brand was shortened to Borgward 2000. The 2000 model was then the Borgward 2300that stayed in production until 1942.After World War II, in 1946 Carl Borgward used a lot of the brand names from businesses he had acquired in recent times to found three independent companies: Borgward, Goliath and Lloyd. This was intended to increase the quality of steel allocated to his business each time of austerity and rationing. For many purposes the firms would be run as being a single entity, but in a business operated with a man to whom delegation wouldn't come naturally the expansion of legal entities nevertheless added unhelpful layers of complexity throughout the 1950s and encouraged a broadening on the range which in the long run proved financially unsustainable using the sales volumes achievable. In 1949 company offered the Borgward Hansa 1500.One of many top engineers at Borgward from 1938-1952 was Dipl. Ing. Hubert M. Meingast.Production of the Borgward Isabella begun in 1954. The Isabella would become Borgward's most popular model and remained in production for that life of the firm. In 1960 the Borgward P100 has been introduced, equipped with pneumatic suspension.Borgward introduced a distinctive line of 1500 cc sports racers in the late 1950s, with the 16-valve engine from these to become successful Formula Two power unit (which was also used by some F1 privateers in 1961).Although Borgward pioneered technical novelties from the German market such because air suspension and programmed transmission, the company had trouble competing out there. While larger companies such as Opel and VW took good thing about economies of scale and also kept their prices low to find market share, Borgward's cost structure was even above necessary for its dimensions, as it basically managed as four tiny independent companies rather than implemented such basic price reduction strategies as combined development and parts sharing involving the company's makes. Borgward suffered quality problems likewise. The Lloyd Arabella was technically advanced as being a water-cooled boxer with front wheel drive, but plagued with problems including water leakage and gearbox snags. Lloyd lost money on the car though it was more expensive than its direct competitors.In 1961, the company was pressured into liquidation by loan companies. Carl Borgward died inside July 1963, still insisting the company ended up technically solvent. This proved to be true inside the sense that after the particular creditors were paid completely, there was still several. 5 million Marks left over from the business.
Het interieur van de Isabella uit 1959.
Reviews of difficulties at Borgward surfaced in an article that appeared within Germany's leading news magazine, “Der Spiegel” on 15 December 1960”. The very long, detailed, and in places similar Spiegel article was highlighted by way of a picture of Borgward, cigar in mouth, on the magazine’s entry cover. It was strongly vital of Carl Borgward's organization approach, and included many in the arguments later advanced to spell out or justify the corporation's demise. The widest range of cars from any company in Germany, produced by three until eventually recently operationally autonomous organizations (Borgward, Goliath and Lloyd) ended up being supporting a turnover associated with only 650 million Grades, placing the overall sales value on the combined Borgward auto companies only in fifth place among Germany's auto-makers. The 70-year-old Carl Borgward's "hands-on" insistence by using an increasingly manic proliferation associated with new and modified types featuring adventurous, but under-developed technological inventions ("fast manisch[e] Konstruierwut") provided rise to components which all too often did not work, broke down or fell apart, resulting in massive expenses for pre-delivery remediation and/or publish delivery warranty work that found their made use of to the company.The December 1960 Spiegel article wasn't the only serious public criticism targeting Borgward presently: suddenly stridently negative (if more succinct) comments also turned up in the influential mass-market Bild magazine and in television studies. Critical media commentaries also appeared concerning large loans for the Borgward Group provided by the local Landesbank.It is apparent that this business was confronting cash-flow difficulties at the conclusion of 1960. Capital intensive businesses for instance auto manufacturing use their particular expensive machines and tools most efficiently if they use them constantly with full capacity, but the car market in Europe from the 1950s/60s was more temporary than today, with sales diminishing within Winter, then peaking in the early summer months: Borgward’s inventory of unsold cars at the conclusion of 1960 was greater than usual, reflecting ambitious growth programs, most obviously in respect of north america market[11] The December 1960 Spiegel article speculated that of the 15, 000 Borgward cars ordered from the North American dealers with 1960 (and in the 12, 000 delivered to these) 6, 000 might have being taken back following a slump in North american demand. (Borgward was not really the only European auto maker hit by a North American slump sought after for imported cars while in 1960. In the same 12 months two ships carrying Renault Dauphines were turned last mid-Atlantic because the docks in Nyc were overcrowded with unsold Dauphines.
1959 Borgward P100 By André Paul Siefert amp; Jens Müller
At the conclusion of December 1960 Borgward approached the lender for a further just one million Marks of credit history, the loan to be backed by the guarantee from the Bremen local government which initially the Bremen senators agreed to provide. However, following the flood regarding critical press comment the particular senators withdrew their assurance. They now required Carl Borgward to pledge the organization itself to the state in substitution for the guarantee. After a tense 13-hour meeting widely reported within a still hostile media, Borgward agreed to the actual senate’s terms on 4 February 1961, thereby averting the bankruptcy of the business.The Bremen Senate likewise insisted on appointing a unique nominee as chairman in the company’s supervisory board. The man they decided to go with was Johannes Semler whom reports generally describe being a “Wirtschaftsprüfer” (public auditor), though this designation, especially once translated in English, does less than full justice to the breadth of Semler’s profession. He had studied rules at university and worked initially as being a lawyer. The scion of a number one Hamburg political family, in 1945 he got himself been a founding person in the centre-right CSU bash, and was a member of the Bundestag between 1950 along with 1953. Despite his Hamburg beginning, Semler was by on this occasion based in Munich, with a network of contacts within the Bavarian establishment that probably included fellow CSU politician along with the future German chancellor, Ludwig Erhard, who in 1948 had succeeded Semler in a very top administrative position in the Bizone. The appointment of Johannes Semler for the reason that representative of the Bremen senators in order to chair the Borgward supervisory board would, in retrospect, contribute to the controversy that followed the Borgward individual bankruptcy.
About 28 July 1961 Semler, as Chairman of the particular supervisory board joined the directors of the three companies Borgward, Goliath and Lloyd to instigate proceedings with the establishment of a “Vergleichsverfahren”, which would have provided for a court sanctioned scheme of arrangement enabling this company to continue to trade while as well protecting the interests involving creditors. [16] Two months after, however, in September 1961, the Borgward and Goliath corporations 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.
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