Miguel Sánchez
Today, everything is much more consonant and uniform than it was decades ago. In this way, globalization has been breaking down political and economic barriers to make the market a global fact woven with bonds of interdependence. That's the way it is, drought in taiwan and its impact on the treatment of the metals needed for semiconductors stopped the assembly line at SEAT for weeks. A crude evidence of fragile nature of the economy when it is based on complex networks of international exchange. In this sense, societies are becoming more similar to each other. Counting on markets where the specific product is losing ground.
Something also verifiable in the world of motorsports. Full of increasingly standardized and similar ranges worldwide. A trend started with the free trade agreements signed in Europe in the sixties. Although currently even more spurred on by the concentration of almost all the big brands under a few global corporations. Therefore, there are fewer and fewer models created by and for certain markets. Exactly the opposite situation to the one that prevailed in Brazil in the XNUMXs and XNUMXs, when the defense of national production encouraged the development of its own models.
Of course, commonly under the umbrella or association with foreign companies such as Volkswagen. A way of operating that is also well known in Spain. Where FASA and SEAT worked thanks to Renault and FIAT licenses, thus circumventing the high tariffs responsible for making imported products more expensive. Situation in which everything seems to lead to the simple production of copies based on the original designs, although in reality gives more room for national variants than might be thought In the first moment. Proof of this is the trajectory of Volkswagen do Brasil since its foundation in 1953. Carrying out various local adaptations of the T1 or the 1600 and even launching its own models such as the 1972 SP.
VOLKSWAGEN SP, THE BRAZILIAN SPORTS CAR
Like the rest of the Southern Cone during the Cold War years, Brazil was the scene of bitter political struggles with their respective international alliances. For all this, there were constant changes of government and even regime. Changing from time to time the laws related to tariffs and customs. A context that made it difficult to maintain imports, thus affecting the vehicle of national production. Situation aggravated at the end of the sixties, when another protectionist turn made it impossible for an imported car to be minimally competitive in the Brazilian market.
Fact that affected in a special way the small but existing sports market. In the case of Volkswagen do Brasil, it had it more or less covered thanks to the Karmann Ghia. The two-seater that for 1969 would be replaced by the VW/Porsche 914 with a mid-engine. Model that had it impossible to enter that market. At this point the problem was obvious. Since there was no way to reach the consumer niche made up of buyers eager to acquire a sports car with a popular base but differentiated result.
Thus, the solution proposed by Volkswagen do Brasil was as simple and resounding as manufacturing its own. Starting point thanks to which the development of the future Volkswagen SP began around 1970. A car destined not to be particularly brilliant technologically due to lack of financing, but for that very reason forced to be very daring visually in order to conquer the market. And yes, at least that second section succeeded. Since, without a doubt, Senor Schiemann's design was one of the most striking among the popular sports cars of the moment. Stylish, clean and very sporty, the style of the Volkswagen SP announced more promises than its engine could actually deliver.
BASED ON EXISTING MECHANICS AND CHASSIS
That ingenuity is boosted by necessity is a sentence that seems to support history. In fact, post-war Spain itself is a good example with its engine transformations in the style of the young Barreiros or the electric models of Autarquía SA In the case of the Volkswagen SP this is also true, since under its attractive body hides the mix and assembly of existing components. For starters, the chassis. Coming from the Variant I presented in 1971. Not very bright or advanced in their design, but successful in sales thanks to a perfect solidity for the deteriorated state of the roads in Brazil.
Regarding the engine, the typical 1,6-liter boxer mounted on the 1600 capable of delivering 65CV in the SP1 variant was chosen. First of the two in which the Volkswagen SP was offered, which barely sold less than a hundred units due to low power. Nevertheless, the SP2 did not go much further either, remaining at 75CV thanks to the increase in displacement to 1,7 liters. All this to reach around 10.000 units, reaching Europe about 700 that today are true collector's items. In addition, an attempt was made to bring a SP3 version to series that would have mounted an engine from the 1973 Passat to reach up to 100CV.
However, in the end it was not done and even the following year the production of the Volkswagen SP ceased without remedy. The reasons range from little gap that such a model could have in Brazil to the competition of more aggressive national models such as the Puma GT. A curious two-seater with a fiberglass body, curiously also based on Volkswagen components, at least during its first series. In any case, beyond its meager commercial results and limited performance, the Volkswagen SP is one of the most interesting models in the entire history of motoring in the Southern Cone.
Images: Volkswagen Classic
