Ford Taunus

The first Taunus was developed based on the Ford Eifel model and had the same 1,172cc engine as this model, but with a longer and streamlined body. It is noteworthy as the first German Ford with hydraulic brakes - before that, mechanical brakes were set.

It was produced before and immediately after the Second World War. For his fastback body with a sloping roof, he received the nickname “Buckeltaunus” ( “Humpbacked” , literally “Taunus with a curved spine ” ). In total 74 128 cars of this model were assembled, including station wagons and vans.

G13: 12M and 12

Already in 1949 - just a year after the resumption of automobile production - in Cologne, the development of a more modern model in the then actual “ pontoon ” style began. Designers were guided by models of the American market, first of all - Studebaker . The Studebucker “air intake” simulating a jet turbine in the center of the radiator grill was taken by a small sculpture of the globe, which hinted at the “worldwide” character of Ford Corporation and the model itself. The model, like all German Fords until the mid-sixties, carried no symbolism of the Ford itself.

The design of the supporting body was carried out in cooperation with other German car manufacturers and the French branch of Ford, as the engineers of the German branch had no experience in this. Initially, the new model was supposed to use a 1.5-liter engine, but it appeared only on the next generation, but for now it was necessary to do with the old 1.2-liter engine.

Initially, the car was going to be produced under a different designation: along with the name “Taunus”, options such as “Köln”, “Rheinland” and a somewhat dissonant for the Russian-speaking reader “Hunsrück” (“ Hunsryuk ”) were considered . However, later it was decided to dwell on the old name “Taunus”, and to distinguish it from the previous model, add the word “Meister” (“Meister” - “Master”) . However, it was already patented in Germany by a bicycle manufacturer, so “Meister” turned into “Meisterstück” - “Meisterstuyk” , in Russian - “Masterpiece” , shortened later to the letter “M” . As a result, the designation of the model has become - Taunus 12M .

The car was presented to the public in January 1952. It had a two-door pontoon body of a modern form (the vast majority of competitors still had separate wings), standing on small 13-inch wheels, and was equipped with a 38-horsepower 1172-cc low-valve motor that had inherited from the old model. - with him, the car accelerated to 122 km / h. The salon was spacious enough for that time, the front seat in the American manner was made as a single sofa. The front suspension became independent, the rear - remained dependent spring. The transmission became a three-stage, although a four-stage was used on the previous model; a four-speed gearbox began to be installed on part of the cars with a surcharge of 75 marks only in March 1953, at about the same time a three-door station wagon (“Kombi”) went into the series. Since December 1952, the Karl Deutsch studio has also built convertibles - double and quadruple.

The model turned out to be larger and much (by 37%) more expensive compared to its predecessor. Therefore, since December 1952, along with the 12M itself, a "budget" version was also issued under the designation "Taunus 12" . She was deprived of chrome, had a floor gear lever (in those years - an attribute of cheap cars, unlike the steering column) and separate, not adjustable front seats of a simplified design. Only a two-door sedan was produced, which at the beginning of production cost DM 6060 (versus DM 6760, which was requested for a similar 12M). Transmission with a gearshift lever cost an additional 40 marks. This modification was discontinued in parallel with the modernization of 1955, after which the base Taunus 12M almost equaled the price of its “budget” version - DM 5850 versus DM 5350 for Taunus 12.

In 1955 and 1958, the car survived small facelifts, mainly affecting the radiator lining. In 1960, it was replaced by a deeply modernized model G13RL. In just eight years, 247,174 cars were produced.

G4B: 15M

In the spring of 1954, the management of the German branch of Ford decided to return the modification with a 1.5-liter engine, which was originally developed for installation on the Taunus, but did not go into production then.

This was due to the fact that, in contrast to the late forties and early fifties, when the 12M Taunus competed mainly with the 1.2-liter Beetle , by the middle of the decade models like Opel Rekord , Borgward Isabella , Fiat 1400 appeared and Peugeot 403 , which had more voluminous and powerful engines. Ford had nothing to oppose in this market segment. There was not enough funds to develop a completely new model, but the solution was found in creating a more powerful modification available by installing the already developed 1.5-liter engine.

This engine - the first in the entire Ford Corporation - was an overhead valve. With a working volume of 1498 cm³ he developed very good 55 hp at that time. (Soviet “Victory” with a 2.2-liter engine with a lower valve had 50 hp).

The model was introduced in January 1955 as the Taunus 15M. To create an external difference from the 1.2-liter model, the 15M body got a new front design with a wide grille and larger taillights.

In September of that year, a deLuxe version appeared. It had a two-tone color and additional chrome decor, and in addition - for the first time in a German car - wipers, tubeless tires, reverse lights, two sun visors with a mirror in the right and turn signals were standard.

In 1955, the car received updates similar to the base model 12M. In 1959, production was discontinued. A total of 127,942 vehicles of the 15M G4B generation were produced.

G13RL: 12M and 12M Super

In 1959, the American leadership of the concern considered the presence of a 1.5-liter modification in the German Ford model line unnecessary, since in this class the Ford was already introduced in 1957 with the model of the “large” Taunus 17M series. In the line of models of the "small" series, only the 12M model was supposed to remain, opposed to the Opel 1200 , which was being prepared at that time.

In 1960, the 12M underwent a thorough restyling, the car became a little lower and lost its characteristic “globe” on the grille - it was replaced by the coat of arms of the city of Cologne.

Nevertheless, fearing to lose customers, Ford still retained the 1.5-liter model, but now designated it not as 15M, but as Taunus 12M Super, marking the confusion in the model designation system created by him. The name “15M” will not be found in the designations of the “Towns” until 1966 and the P6 generation, although one and a half liter models will still be offered.

The car was offered in two-door sedan and convertible bodies, as well as a three-door station wagon (Kombi).

In 1961, the car received modernized mechanics, but still retained the 1.2-liter engine developed in 1935. Convertible production was discontinued.

In August 1962, the production of the model was discontinued, and it was replaced by a much more modern front-wheel-drive generation Taunus P4 with a completely new engine configuration V4. For three years, 245 614 cars of the 12M G13RL model were produced, of which 56 843 - with a one and a half liter engine.

P4: 12M

The fourth post-war generation of the German Fords and the first front-wheel drive model among them.

The development of this car began in the late fifties in the USA under the name Ford Cardinal; it was planned to be introduced to the North American market as a competitor to the Beetle and similar small European models. However, marketers considered the entry of such a car into the US market premature, and the American response to the Beetle was the much larger Ford Falcon , built according to the classic layout. The Cardinal project was transferred to the German branch, which began its production in 1962 instead of the thoroughly outdated 1952 model.

Due to its American origin, the car was neither in design nor structurally connected with other models of the German Ford. From the American school, he inherited completely red taillights without yellow or orange turn signals characteristic of Europe, as well as a manual transmission lever located on the steering column.

The 1.2-liter engine of the rare layout scheme - V4 with a camber angle of 60 ° - was also developed in America, and was structurally somewhat reminiscent of the “half” of the Ford V8 . A modification with a working volume of 1.5 liters was installed on some of the machines, but again they did not receive a separate designation and were called 12M 1.5L.

The dynamic qualities of the Taunus P4 with both a 1.2-liter and a 1.5-liter unit were quite low.

This engine is widely used throughout Europe - its versions with an increased displacement up to 1.5 and 1.7 liters were not only used on subsequent Ford models, but also installed (one and a half liter modifications) for a part of the Swedish Saab 96 and a French car Matra 530 .

The engine had an OHV valve mechanism with a single camshaft drive in the collapse of the block with gears, an additional damper shaft to improve smoothness of operation, an electric radiator fan and a water cooling system designed to fill with non-freezing coolant.

The engine, transmission, front suspension and steering gear were combined into a single unit located in front of the car, the main gear was located between the engine and gearbox. The gearbox was four-speed, synchronized in all forward gears.

The front drive wheels were driven by half shafts having one internal cardan joint and one external ball joint of equal angular velocities ( CV joints ).

The front suspension was very different from the rest of the “Towns” using the MacPherson strut, and was made on the two lower wishbones attached to the power unit crankcase and one transverse leaf spring mounted on the cross member of the engine compartment above the differential. Since 1964, a separate crossbeam was introduced for attaching the lower arms, which reduced the level of vibration and noise, and the arms themselves changed shape, having received a very large distance between the mounting points to compensate for the longitudinal flexibility of the ends of the transverse spring.

The rear suspension was dependent on two longitudinal semi-elliptic springs with anti-roll bar. Dependent rear suspension with soft springs in combination with relatively weak anti-roll bars led to rather large rolls in corners; since 1964, more rigid shock absorbers were introduced, which somewhat corrected this drawback and allowed to abandon the rear stabilizer.

The brakes were initially drum on all wheels. Since 1965, the front began to put disc brakes.

Body types included two- and four-door sedans, a three-door combi (station wagon) with its own designation “Turnier”, as well as a coupe (Taunus 12M TS), distinguished from a two-door sedan by a lower roof line (total height 1424 mm) and landing. The coupe was distinguished by a more powerful engine (1.5 liters, 55 hp, since 1964 - 65 hp) and a maximum speed of 139 km / h (since 1964 - 147 km / h).

A characteristic feature of the design of the car was the stamping - a stiffening rib running along the side of the body starting from the headlight rims, gradually expanding as it approached the rear overhang, and finally turning into a teardrop-shaped rear lamp.

The lights were completely red and contained brake lights and turn signals. There was one reverse fire and was offered only as an option.

The salon was made in the American style - the front seat was solid, of a sofa type, and the metal dashboard reminded the North American Ford Falcon in design. Despite the relatively large dimensions of the car, the interior was not particularly spacious compared to classmates due to the "American" body proportions with a long hood and trunk. It should be noted that in the cabin there was completely no tunnel for the driveshaft and a "hump" above the gearbox, typical for cars of the "classic" layout.

A total of 680,206 cars were produced.

P6: 12M and 15M

In fact, upgrading the previous generation with a design upgrade. The chassis has remained mostly untouched.

The model received a new body iron - a more faceted and modern design, as well as an upgraded interior with separate seats (the gear lever remains the steering column), a dashboard with key switches instead of exhaust switches and a radio as standard.

The range of engines has been expanded due to 1.3 and 1.7-liter modifications of the same V4. The bodies were offered the same as for the P4 - sedans, combi and coupes.

Options for power units P6:

• 12M 1,2 Liter: 1183 cm³, 45 hp, 125 km / h;
• 12M 1.3 Liter: 1305 cm³, 50 or 53 hp, 130 or 134 km / h;
• 15M 1.5 Liter: 1498 cm³, 55 or 65 HP 136 or 145 km / h;
• 15M 1.7 Liter: 1699 cm³, 70 or 75 hp 153 or 158 km / h;

In this form, the model was produced until 1970, when it, like other Taunus models, was replaced by Taunus TC. The P6 was the last front-wheel drive Taunus. Поколения Р4 и Р6 вообще во многом «стояли особняком» среди других моделей немецкого «Форда».

Всего выпущено 668 187 автомобилей.

P2: 17M

По мере послевоенного восстановления экономики Германии, появлялся спрос на всё более крупные и мощные автомобили. К середине пятидесятых немецкий «Форд» решил со своей продукцией войти в стремительно развивающийся сегмент автомобилей «верхнего-среднего класса» («Obere Mittelklasse») . Для этого необходимо было создать принципиально новую модель — более крупную и с запоминающимся внешним обликом. Разработка такого автомобиля и была начата под обозначением «Project 2» (Р2) , что означало вторую послевоенную платформу фирмы.

Первые эскизы нового автомобиля среднего класса появились на немецком филиале «Форда» весной 1955 года. Изначально планировалось использование 1,5-литрового 55-сильного двигателя. Однако, машина получилась существенно крупнее и тяжелее, чем это было запланировано, поэтому для неё была разработана 1,7-литровая версия того же двигателя мощностью 60 л.с., а 1,5-литровый агрегат занял место под капотом Taunus 15M, имевшего общий кузов с моделью 12М.

Новая машина была представлена публике в 1957 году в кёльнском ресторане «Stadtwaldrestaurant» при участии знаменитой тогда певицы Gitta Lind. Внешне она представляла собой вариацию на тему стилистики американского Ford Fairlane 1956 модельного года, с обильной хромировкой и довольно большими хвостовыми плавниками, но только уменьшенную и с упрощённой отделкой — что принесло ему прозвище « Барочный „Таунус“» («Barocktaunus») . Более дорогая модификация 17M deLuxe имела двухцветную, на американский манер, окраску кузова и улучшенную отделку кузова и интерьера.

Гамма кузовов была весьма широка и включала в себя: двухдверный седан (T), четырёхдверный седан (F), фургон (KA) и универсал-комби (KO). Кабриолет (CL) поставлялся кузовным ателье «Karl Deutsch» и является очень редкой модификацией. Также, предлагалось несколько уровней отделки — стандартный и deLuxe (L).

Не уступала внешности по уровню и техническая начинка — например, за отдельные деньги можно было заказать автоматическое сцепление Saxomat и овердрайв производства BorgWarner . Механика была преимущественно позаимствована у Ford Vedette производства французского филиала компании, в том числе — прогрессивная передняя подвеска типа « макферсон », ставшая стандартом в наши дни, но в те годы лишь недавно изобретённая.

В 1960 году «Таунус» Р2 был заменён на Р3. Всего было изготовлено 239 978 автомобилей этого поколения, из них 45 468 комби. Эта модель поставлялась в США, где в конце пятидесятых впервые возник большой спрос на небольшие, экономичные машины — именно таковым, по американским меркам, был Taunus 17M, хотя в Европе он считался весьма крупным и мощным.

После своего снятия с производства, Taunus Р2 быстро устарел внешне и оказался непопулярен на вторичном рынке, что, в сочетании с относительно кратким периодом выпуска, делает сохранившиеся машины в хорошем состоянии ценной находкой для коллекционера, несмотря на проблемы со снабжением запчастями.

P3: 17M

В 1960 году был представлен Taunus P3 («Project 3») — третье послевоенное поколение немецких «Фордов». Для него Uwe Bahnsen разработал уникальный дизайн экстерьера в стилистике с маркетинговым обозначением «Линия разума» («Linie der Vernunft»). Основой композиции его кузова был эллипсоид — он задавал как общие контуры формы, так и отдельные элементы переднего, бокового и заднего вида. Этот дизайн вошёл во все учебники автодизайна как пример очень оригинальной композиции, основанной на единой образующей геометрической фигуре. Он вызвал противоречивую реакцию и принёс автомобилю прозвище « Ванна » («Badewanne») .

В отличие от предыдущего поколения, Р3 не имел ни ярко выраженных плавников, ни обильной хромировки, и вообще — в целом серьёзно дистанцировался от американских моделей фирмы, хотя в оформлении передка всё же было заметно влияние линий североамериканского Ford Thunderbird модели 1961 года.

Помимо двух- и четырёхдверного седана выпускался универсал (Kombi), изначально имевший оригинальные задние фонари, высоко поднятые на заднюю кромку крыши. Причём предлагалось три вида задней двери — подвешенная на верхних петлях, на боковых (расположенных слева) и на нижних, в последнем случае стекло открывалось отдельно при помощи ручного воротка.

Ателье «Karl Deutsch» выпустило очень небольшое количество (не более 150) купе и кабриолетов. Кроме того, часть автомобилей этой модели была переоборудована в пикапы в Южной Африке и Греции.

Выбор двигателей сводился к трём вариантам — 1498, 1698 и 1757 см³, причём все они несли обозначение «17M». В зависимости от года выпуска, они развивали различную мощность:

• 17M 1500: 1498 см³, 55 л.с. (1960—1964);
• 17M 1700: 1698 см³, 60 л.с. (1960—1963);
• 17M 1700: 1698 см³, 65 л.с. (1963—1964);
• 17M TS: 1758 см³, 70 л.с. (1961—1963);
• 17M TS: 1758 см³, 75 л.с. (1963—1964);

Из выпущенных 669 731 автомобилей этой модели (86 010 — комби), в настоящее время на ходу находится примерно несколько сотен. Taunus P3 считается сегодня этапной моделью в плане дизайна и ценится как олдтаймер .

В 1960 году начались пробные шаги серии Ford 20M OSI.

P5: 17M и 20M

Taunus P5 (Project 5) выпускался с августа 1964 года по декабрь 1967 и был пятым разработанным «с нуля» послевоенным автомобилем немецкого филиала «Форда». Это был первый послевоенный немецкий «Форд», нёсший символику корпорации «Ford» в виде небольшого шильдика на правом крыле.

Стилистически Р5 продолжал традиции предыдущего поколения, но был крупнее — что принесло ему прозвище «Большая ванна» («Große Wanne») , в дальнейшем, в пику P7A получил прозвище «Улыбка».

С точки зрения механики, машина также изменилась мало, но вместо рядных двигателей появились V-образные, ранее уже применявшиеся на Taunus P4 «малой» серии. Однако, в отличие от разработанного в США переднеприводного Р4 с передней подвеской на поперечной рессоре, Р5 сохранял задний привод и переднюю подвеску «макферсон». Зависимая рессорная задняя подвеска также не отличалась от предыдущих поколений «большой» серии.

Предлагалось три варианта двигателя « Кёльн » (англ.) : в серии 17M — V4 объёмом 1,5 л. (60 л.с.) или 1,7 л. (70 л.с.), а в серии 20М — двухлитровый V6 мощностью 85 л.с. в стандарте или 95 л.с. в модификации TS. С любым из них с 1966 года впервые можно было заказать полностью автоматическую трансмиссию «Taunomatic».

Выбор кузовов расширился — помимо стандартных двух- и четырёхдверного седана и трёхдверного универсала-комби «Turnier», появились пятидверный комби и хардтоп - купе . Как и ранее, ателье «Karl Deutsch» предлагало на заказ кабриолеты, которых было выпущено впрочем очень мало. На базе платформы P5 итальянским ателье OSI был выпущен автомобиль Ford 20M TS OSI.

Всего был выпущен 496 381 автомобиль.

P7: 17M и 20M

Совершенно провальное в коммерческом плане поколение, продержавшееся на конвейере всего один год. Продолжив курс на увеличение размеров и сближение с американскими образцами дизайна, немецкий «Форд» наткнулся на непонимание европейских покупателей. Носил кличку — «Грустный».

Двигатели — те же, что и у предыдущего поколения, за вычетом появившегося в серии 20М нового 2,3-литрового агрегата (2293 см³, 108 л.с., 170 км/ч).

Всего выпущено 155 780 автомобилей.

P7b: 17M и 20M, 26M

Officially, this generation was also called the P7, as a symbol of Ford’s desire to forget about the failure of the previous one. Currently, to distinguish them for the second generation, the designation "P7.2" or "P7b" is used.

A total of 567,482 cars were produced.

In fact, the P7b was not much different from the P7a, but it continued with P5 design elements, a straight line on the side of the body, a bend of the bumpers with a rush to the lights, more clearly defined wing fins.

The hood received a decorative stamp. The steering received a metal corrugation that was crushed during a strong frontal impact, but this did little to improve the passive safety of the whole steering shaft, which was precisely reflected in his nickname: “Rotisserie”.

Introduced in 1969, the Taunus 26M (2.6 liters) was the most luxurious and equipped with the largest engine in terms of volume (for the European market) in the history of the family. The 26M was equipped with a hydraulic power steering and C3 automatic transmission as standard, but it could also be equipped with a 5 -speed manual gearbox by request.

The following powertrain options were offered:

• 17M 1.5 L: 1498 cm³, 60 HP, 135 km / h
• 17M 1.7 L: 1699 cm³, 65 or 75 hp, 140 or 150 km / h
• 17M 1.8 L: 1812 cm³, 82 HP, 153 km / h
• 20M 2.0 L: 1998 cm³, 85 or 90 hp, 155 or 160 km / h
• 20M 2.3 L: 2293 cm³, 108 or 125 hp, 170 or 180 km / h
• 20M and 26M 2.6 L: 2550 cm³, 125 HP, 180 km / h

The 17M 1.8 L had a V6 configuration engine ; A 2.6 liter engine was an option in the 20M series and standard equipment for the 26M.

Right-hand drive cars and V6 Essex engines (Eng.) 2.5 and 3.0l were produced for the South African market. For the South Korean market, the car was assembled from car kits at the Hyundai plant.

It was the last German "Ford" completely own development.

In early 1972, he gave way to a conveyor belt developed jointly with the British branch of the Consul and Granada models.

On the 20M model in 1971, for the first time for Ford, 2 "air bags" were successfully tested - prototypes of the driver and passenger airbags.

Taunus 20M RS

Taunus 20M RS Coupé was produced in the back of the P7b with engines with a displacement of 1.7 (end of production) 2.3 (2300 S) and 2.6 liters (2600). Three of these machines participated in the London-Sydney marathon (two from West Germany and one from Belgium). In 1969, the Ford Taunus 20M RS won the Safari Rally rally in Kenya.

First Generation

In 1970, a completely new lineup of Ford Taunus cars appeared. The new Ford model belonged to the middle class. With the start of its production in September (1971 model year), the “small” and “large” Taunus cars are a thing of the past. The car was called Taunus without the usual index for the previous models, which is related to the engine capacity. To distinguish from previous Taunus cars, TC was added to the factory name, which means Taunus-Cortina, since at the same time in England they began to produce a similar model called Cortina. Since this was the third model called Cortina, she got the Mk3 index. From England, Cortina was shipped to left-hand drive countries. Some confusion arose with Scandinavia, where they sold both the Cortina Mk3 and Taunus.

Taunus TC was conceived as a "world" car. Its design united art schools of the Old and New Worlds. The godfather of car design is considered Semon Knudsen - the president of Ford, nicknamed Bunkie. By his name, Taunus TC is sometimes called Knudsen-Taunus. Taunus “owes” him a “beak” - a characteristic protrusion of the hood. In the US, Thunderbird and the Pontiac Grand Prix owe Knudsen their eagle beak - eagle beaks. The British did not dare to do this and turned the "beak" of Cortina into a wide ledge.

Design work on the car was carried out by the German Luigi (Lutz) Colani (Colani), known at that time for his sports cars, now a professor, the founder of biodesign.

The new Taunus received a modern four-cylinder engine with a displacement of 1300 and 1600 cm³ with an overhead camshaft driven by a timing belt. It was developed based on the American Ford Pinto engine. Later, a 2-liter engine was added to the production range of four-cylinder engines (the two-liter engine of the old model with a lower camshaft was put on the Ford Cortina before). On the first Taunus, the 2000 code in the name indicated a complete set of the car with a V-6 engine with a working volume of 2 liters.

For the new model, Ford's European office has designed a new large-width supporting body (1700 mm). At a low height (1362 mm), the silhouette of the car looked squat, which was typical for American cars of those years.

The use of curved side windows without vents in the car design was made possible thanks to the use of an effective ventilation and heating system. The heater radiator was located in the under-hood space. Thanks to this arrangement, there was no need to use the faucet of the stove, and the temperature in the cabin is adjusted only by the intensity of the air flow.

Ford offered several configuration options: Taunus: L, XL, GT, GXL. Cars of this modification Gran Turismo (Taunus GT / GTX). equipped with reinforced suspension springs, silent blocks and anti-roll bar on the rear axle.

The interior of the GT modification had a characteristic instrument panel with a clock and a tachometer, and additional instruments - an ammeter, a mechanical oil pressure gauge, and fuel level and coolant temperature gauges that moved from the instrument panel were located on the console. The console went into a drawer located between the seats above the parking brake handle. Inside the car, seats were installed with an integrated headrest, made as a unit with the seatback. The exterior of the Taunus GT / GTX modification was also different - two rectangular and two additional round high beam headlights illuminated the road.

Ford produced Taunus with various bodies: four-door (Typ GBFK) and two-door (Typ GBTK) sedan, station wagon (Typ GBNK) and coupe (Typ GBCK) - fastback according to the American classification. Coupe differ from other models not only in the characteristic smooth bevel of the rear of the roof, but also in that it was lowered by 28 mm.

Already in the first year, 253 thousand cars were sold. The first version of the Taunus TC '71 model was produced from July 1970 to August 1973. In 1973, in response to criticism, the car ( Taunus TC '74 September 1973 - December 1974) received a new interior (dashboard and interior) plastic radiator grille without the characteristic configuration emblems. The GT variant, previously available for all bodies except the station wagon, has been discontinued.

From January to December 1975, the Taunus TC '75 was produced. Models Standard and L received a matte black window trim. The station wagon was not called Turnier, but Freizeit-Taunus ( German: Freizeit - free time). This model has become available with the GXL.

Between 1972 and 1976, the German company Rally Development produced about 500 cars with a reinforced chassis based on a V-shaped engine with a displacement of 2.8 liters.

Second Generation

In 1976, Taunus TC '76 was released (January 1976 - August 1979). It is commonly called Taunus II . The "baroque" appearance was changed to a less catchy and more European. The car received a new steering wheel. Coupe production was discontinued.

After the restyling of 1976, the German “Taunus” and the English “Cortina” finally turned into complete similarities of each other, because their differences were reduced mainly to nameplates and design elements. As a rule, the name “Taunus” was used in the markets of right-hand traffic countries (that is, for left-hand drive modifications), and the designation “Cortina” was used in countries with left-hand traffic. The exceptions to this rule were Taiwan and South Korea, where the left-hand drive cars were sold as “Cortina”, and Scandinavia, where both Taunus and Cortina were presented, both models being left-hand drive.

Slightly modified versions of the same model were produced under license in various countries of Europe, Asia and Latin America.

Third Generation

The third modernization during the production, the car underwent in 1979. Taunus TC '80 ( Taunus III ) was produced from September 1979 to June 1982.

The Taunus / Cortina family lasted on the assembly line until 1982, when they were finally replaced by a very progressive Ford Sierra , with a streamlined design and independent suspension of all wheels, which, nevertheless, retained some of their technical solutions, in the first turn - drive to the rear wheels and power units.

In total, Ford produced 2,696,011 Taunus vehicles from 1970 to 1982.

After being removed from the assembly line in September 1983, Taunus production was transferred to Turkey. Part of the equipment was transferred to Argentina, where Taunus was produced from July 1974 to 1985. In Argentina, produced Taunus Coupe.

In Turkey, the Otosan factory produced Taunus until 1994. The model received various plastic exterior details. On cars of later releases installed a dashboard from Sierra.

•  

  "Small" series of Ford Taunus - G93A ...

•  

  ... G13 ...

•  

  "Large" series of Ford Taunus - P2 ...

•  

  ... P4 ...

•  

  ... P3 ...

•  

  ... P5 ...

•  

  ... P6 ...

•  

  ... and P7

•  

  ... and Taunus TC two generations.

•