Miguel Sánchez
In the history of automotive design in Spain, there are few but recurring names linked to unique parts or short-run models. In that sense, possibly the most remembered is that of Pedro Serra. The Barcelona coachbuilder linked to the trajectory of the Z-102. Although also responsible for many interventions on SEAT models and even Aston Martin or Dodge. All this without counting the curious lines that he devised for the Biscúter Sport "Pegasin”. In addition, going to times a little more past, we find Agustín Masgrau. ENASA designer, who under the supervision of Wifredo Ricart created the futuristic Z-102 Berlina Especial Le Mans 1953.
Better known as Pegaso Cúpula, which is still surprising for its interesting aerodynamic solutions. However, focusing on years closer to the present, it is impossible not to stop at the eighties with the trajectory of Francisco Podadera. Aeronautic engineer trained in industrial design at the California Art Center, it can be reached from very different vehicles. To begin with, fans of industrial models will surely remember it for the 1989 Pegaso Solo. A prototype that looked like something out of a science fiction movie. With its geometric volumes and polished surfaces finished off with those futuristic-inspired lenticular hubcaps.
Regarding the world of two wheels, Francisco Podadera can be traced thanks to the Lambretta 200 designed in 1986. A simple and functional scooter but endowed with an aesthetic very typical of that decade. Visually refined, with rectilinear forms to fair most of its volumes.
Anyway, the truth is that it was about a tourism where this designer got more recognition and memory. We talked about his work in 1986 with the Ibiza Raider. The prototype that he sought to provide a playful and exclusive variant to the range of that utility vehicle, presenting just two years earlier.
However, it was also the beginning of a complex business adventure. Launched by Volkswagen's refusal to mass-produce the Raider within the SEAT range. Fact that caused the separation of Francisco Podadera with respect to the Spanish brand. Deciding to make the leap to the business world founding his own workshops Aníbal PaccarCorp SA in the Granada town of Motril. A history full of automotive design but also of difficult financial vicissitudes, constituting one of the briefest -but also most intense- initiatives in the recent history of national motorsports.
SEAT, PRUNING SHEAR AND THE VOLKSWAGEN FACTOR
Although SEAT had been the undisputed flagship of the automobile industry in Spain, this had begun to change during the second half of the seventies. Affected by the Oil Crisis and the appearance of competitors such as the Ford Valencia Body & Assembly opened in 1976, SEAT experienced a sharp drop in sales. Besides, the arrival of democracy in Spain at last heralded its imminent integration into the common European market. A situation for which the state had to slim down its economic structure. Liberalizing and privatizing a large part of the public sector in what was going to entail an ambitious process of industrial reconversion.
Thus, in 1979 the Spanish state signed the so-called Integration Pre-Agreement with the Agnelli's FIAT. Based on it, the full absorption of SEAT by the Italian business giant was foreseen, culminating what had been their strategic alliance since the XNUMXs. Nevertheless, in Italy this agreement was not seen with good eyes. In the first place, the effects of the economic recession were also being felt in that country. Something even more visible in the automotive sector, open to the ups and downs of the free market with more and more companies offering their ranges to the consumer.
A problematic context where the unions feared the loss of jobs in FIAT as it had to recapitalize SEAT in Spain. This concern went hand in hand with that generated in the group's accounting department, where The financial demands of the Integration Pre-Agreement were not viewed favorably either.. With all this, FIAT disassociated itself from what was signed by selling its shares to the National Institute of Industry for the symbolic price of one peseta and signing the Collaboration Agreement. Document by which FIAT allowed SEAT to continue manufacturing the agreed designs until 1986.
From here SEAT began to work against the clock, since with the withdrawal of the Italian house the entire technical section also left. In this way, the only way to survive was to start creating their own models as soon as possible. An enormous effort that could not be carried out alone, even less so in the difficult financial conditions of the time. At this point, Volkswagen made its appearance in 1982 with the first technology transfer agreements. After this, a few months later the German group acquired almost half of SEAT's shares. Process culminated when, at the end of 1986, it was done with 75% of them.
And it is here that we come to the point that connects this complex financial context with Francisco Podadera's Ibiza Raider. Since it was precisely in 1986 when the designer finalized the sketches where he could finally see what that prototype would be like. Casual and with a certain sporty touch, the Raider I was called to be a claim model. A kind of declaration of intent aimed at improving the corporate image of the new SEAT. Just what, in automotive marketing, is called the halo model. Produced in short runs, surely not very profitable in terms of sales, but extremely effective in terms of advertising.
With this bet on the table, it was the Volkswagen board at SEAT who should decide on the future of the Ibiza Raider. In fact, at least one prototype had already been made at the Carrocerías Barber facilities in Teruel. And well, unfortunately the verdict was negative. Far from assessing what that creation by Francisco Podadera would have entailed, the German group preferred not to bring an exclusive model like this one to the market. Focusing on placing SEAT in an economic and functional alternative within its brands, making it a manufacturer focused on practical and simple models for segments B and C. However, the idea of the Raider would not die here, becoming the base of the future Aníbal Podadera.
FROM IBIZA RIDER TO ANÍBAL PODADERA, THE BUSINESS HISTORY
After the refusal of the SEAT managed by Volkswagen, Francisco Podadera decided to make the leap from automotive design to the business world. In this way, he thought of making the old Raider a model marketed by himself. Calculating that this could have an acceptable niche in the Spanish market at the moment. After all, there were not a few Italian coachbuilders who had made their own creations on a popular basis, aimed at a public that was looking for sportsmanship without too many benefits. A different and differentiated car, with which to enjoy driving in calm leisure environments.
Examples of this had been the Pininfarina Azzurra or the Moretti Targa, built respectively with the FIAT 124 and 128 as a base. Thus, Francisco Podadera centered his base of operations for a time in Madrid. Collaborating with the Center for Industrial Design of Madrid CEDI-MA in the Aníbal project to present it publicly in an act held at the Puerta de Toledo Market. At last it seemed that everything was beginning to take shape although, in truth, the important question regarding the production chain remained to be resolved.
At this point, Francisco Podadera looked to the south of the Peninsula -even though he was born in Tetuán he had roots in Malaga- to seek help from the Andalusian Development Institute (IFA). A public body dependent on the Junta de Andalucía, through which the transfer of land near the Granada town of Motril was achieved in exchange for the hiring of people with labor needs. Nestled in what is currently, curiously, an area full of workshops and car dealerships. In this way, by 1990 the production of the Anibal Podadera began with a staff of about 17 workers. Regarding the estimated production, some sources point to the optimistic idea of having been able to reach up to a thousand a year with the European market in the sights. However, the total number of Aníbal Podadera units was only 83, and the company was liquidated in 1992.
But why? Well, from a marketing point of view, it is fair to point out that not a few SEAT dealers offered this model. In addition, the advertising emphasized a mainly coastal public that was looking for the differentiation with an exclusive design car. Good starting points, although they had to deal with a price premium of 50% compared to the series units used as a base. In this way, for that cost, the design of the Aníbal Podadera had to be valued enough to stop considering other more performance options. Great series, yes.
However, the real obstacle to the survival of the business project initiated by Francisco Podadera did not come so much from these reasons as from the deep management problems and homologations. Also the gap between supplies and income, as well as many recurring obstacles at the beginning of any company led to a sudden and complex end. Reason for which even today the designer prefers to remain in the sought after and calm silence of his Cordovan retreat.
And it is that, since that 1992, the public appearances of Francisco Podadera have been really scarce. Of course, he has never been separated from the world of industrial design. Being able to see how has signed vehicles intended for people with reduced mobility and even an electric bicycle as the most recent work in the near year 2020. In addition, to his credit there were also two Ebro Kubota tractors and even a special edition of the Marbella of which only nine units were made. In fact, we are already investigating in search of any survivors.
AT LEAST TWO MODELS FOR THE SAME LOOK
As a designer, Francisco Podadera's work on the Ibiza focused on aesthetics. Sacrificing the habitability of the rear seats characteristic of the series model to create here a 2+2 with clear eighties roots. In that sense one of the details that most attracts attention is the incorporation of the retractable headlights. Finished off with the same casing as those of the Porsche 924, one of the pieces being taken from other cars, such as the rear window from the SEAT 127.
Regarding the general lines, these differ quite a bit from those of the Ibiza. In this way, the front is totally unrecognizable, being in the Aníbal Podadera much lower, aerodynamic and stylized. A sporty aesthetic that is helped by the skirts and the slightly highlighted wheel arches already present in the second generation of it. Besides, the abrupt drop of the rear window just behind the B-pillar -reinforced with a roll bar- accentuates a curious three-volume coupé character very much in the style of the Toyota MR2 of the time. If we add to that the profuse use of fiberglass in the panels and therefore the reduction in weight -890 kilos-, we are left with a sportier model than one might think at first.
Something well synthesized in the words of Francisco Podadera himself. Who in an interview in Motor16 declared he wanted to offer a model "diferent" but "without complications”. Therefore, he commented that “to achieve this I have started from a production car with a particularly good engine and design, the SEAT Ibiza, which once reduced its weight and improved its aerodynamics converts into a small Porsche for enjoyment of car enthusiasts who do not necessarily have large bank accounts".
A good summary of the model, appropriately bringing the reference to Porsche since the mechanics of those Ibizas responded to the family of System Porsche engines designed for SEAT. In fact, the Aníbal Podadera was generally offered in two versions. The F90, with the liter and a half mechanics, carburation and 90CV equipped in the Ibiza GLX and the F100. This already with electronic injection and the 105CV provided by the Ibiza SXI. This always bearing in mind that, in a car with such a high degree of craftsmanship, there is awareness of units with certain specificities that can be out of the named F90 and F100. Beyond this, ideas appeared about the possibility of creating convertible versions and even one with turbo mechanics.
Plans that, unfortunately, were left in the inkwell with the closure produced in 1992. Just one year after the first update of the Ibiza. Known as New Style and on which various units of the Aníbal Podadera were based. Regarding the equipment, the Hannibal had a flyer specifically created for him by Momo. An exclusive detail that went to the sound of the fourteen-inch wheels and the brand emblem with a clear design typical of the eighties. All this topped off in a range of three colors, since only white, red and black were offered for the bodywork.
Recaro seats in the same style as those fitted to the Golf G60 were included as an option. Characteristics that made the creation of Francisco Podadera the most interesting if you were looking for an exclusive car of national manufacture. In fact, today this is one of his greatest attractions among collectors. Having gained prestige not only because of its history, but also because of its scarcity. After all, it is estimated that there are only 12 or 15 units left in circulation. Which makes the Aníbal a strange sample of national motoring. Gathering in its path glances that speculate about what it could be and others that do not give credit to see, at last, one in movement.
And it is that this creation of Francisco Podadera is one of the most attractive and enigmatic models in the recent history of our fleet. A model about which we still have certain questions as well as a great certainty: his story is as tragic as it is addictive. Very interesting.
From La Escudería we wish to thank the brothers Antonio and Miguel Angel Mora Romero the excellent disposition they had for us, agreeing to spend a pleasant morning with them in which we were able to learn first-hand a multitude of data about the Aníbal Podadera in general, and about the unit of their collection in particular. In an excellent state of conservation, as can be seen in these photographs taken on the Malaga coast by José Antonio Sánchez.
Photographs by José Antonio Sánchez.
