Miguel Sánchez
Driven by necessity, the fleet of vehicles in post-war Spain generated all kinds of alternatives to gasoline engines. In this way, electric models of an industrial nature even appeared. An area in which the Barcelona Electric Vehicles Autarquia stood out, already bearing in its name the isolationist formula that conditioned such a degree of inventiveness. In addition, gas generators and, of course, conversions to diesel also abounded. An initiative in which the Galician Eduardo Barreiros was outstanding, who began by chance with this proposal in 1949, adapting the trucks of his family business focused on construction. However, such was his success that in 1951 he moved to Madrid in order to dedicate himself exclusively to this activity.
Starting point for the industrial history of Barreiros in the automotive world, creating the company Galicia Industrial in the south of the capital. Precisely the prologue and starting point for Barreiros Diésel SA Definitive platform for the take off of the audacious entrepreneur, becoming a massive manufacturer with own designs thought for the agricultural and industrial world. And it is that the Spain of the fifties was changing its appearance with respect to what had been the hard years of the postwar period.
Marked by rationing and industrial impoverishment, those were times of survival in complete international isolation. Situation that found its end when the Franco regime positioned itself as an ally of the United States against the Soviet Union. Signing in 1953 a series of pacts in which the implementation of American military bases received a reward in terms of economic development. Thus, the Spanish industry was able to access better capital goods as well as a better and more regular supply of fuel. Essential characteristics for the economic takeoff of the country, finding a symbol of it in the presentation of the SEAT 600 in 1957.
However, that desire for savings and survival marked in the popular subconscious during the post-war years was still alive. Obviously with a lesser intensity depending on the population accessed the consumer society, although at the same time visible in the various conversions to diesel that continued to be offered in the automotive industry. many of them even for tourism models such as the Renault 12 manufactured by FASA or the 131 by SEAT. Two symptomatic cars from the seventies, but in which those operations popularized by Barreiros in full autarchy were still being carried out.
SAVA, EXPERTS IN DIESEL
Within the history of the industrial mobile park in Spain, the mention of SAVA cannot be left out. Born in the times of hardship immediately following the Civil War, this company from Valladolid began producing all kinds of articles made of aluminium. In fact, until in 1957 it acquired the name of Sociedad Anónima de Vehiculos Automóviles (SAVA) received the illustrative name of Aluminum Articles Factory. Of course, that did not deprive her of entering the promising field of motorcars. One of the most popular vehicles of the postwar period, providing a simple and economical service to many individuals and small businesses.
From there, it was decided to make the leap to the world of vans already at the time of SAVA, finding in Barreiros an ally for the supply of diesel engines. Without a doubt, an operation that set off the alarms in the state-owned ENASA. concerned to see how private initiative was eating part of the land projected for the Pegaso range. What's more, when the SAVA J1965 was presented in 4, ENASA's fear was enormous. Resulting in the absorption of SAVA by ENASA in 1969. An operation that had two very striking consequences.
The first was to incorporate SAVA as a brand associated with Pegaso. Offering through it a wide variety of light industrial vehicles with which to complement the range of Pegaso trucks. The second had to do with the diesel technology acquired by SAVA thanks to the agreement signed with the British British Motor Corporation. At this point, The plans for the diesel engine designed by Morris with 1,5 liters arrived at the ENASA offices, four cylinders and up to 48CV in the 1968 version. A very effective engine for the world of diesel vehicles, preceded by a well-deserved reputation for reliability and low consumption.
CAR CONVERSIONS OF THE SEVENTIES
At this point, the turn we are going to take from vans to three-volume passenger cars may surprise you. Popular, but obviously not as popular as the 124 or R5. However, this is for very specific reasons. And it is that, although the SEAT 131 and the R12 were the main recipients of the diesel engines manufactured by SAVA, it is necessary to point out how many of its units received a very intensive use by commercials and other professionals with the road as their office. That is to say, precisely because they are spacious, touring models and more eye-catching than a popular utilitarian, they were chosen en masse by expert guilds in doing thousands of kilometers.
Obviously, the consequence of all this was a huge wear and tear on the mechanics. Which, by the way, they endured with resignation and high signs of reliability. Reason why, really, these incorporations of the SAVA Diesel engine to tourism models during the seventies were rather scarce. Moreover, we would say very scarce. In fact, even doing a quiet search through the world of buying and selling It has been impossible for us to find a unit of the SEAT 131 with a SAVA Diesel engine. Will it exist? The truth is that we doubt it, because in their time these worn cars with sober diesel mechanics were pure scrap meat.
In addition, we must take into account one more factor to explain its scarcity. And it is that in 1978 SEAT launched the diesel version of the 131 with a Perkins engine of 1.760cc and 49CV. All this managed through a five-speed gearbox in the Supermirafiori, thus capable of greatly improving consumption and handling. In other words, this factory version left little room for the conversions offered by SAVA. Which they were carried out in the SAVA-Pegaso accredited workshops, being able to choose between a block with 1,5 and another with 1,8 liters. Curiously, both totally dependent on the British designs that arrived in 1961 at the primitive factory of the still independent SAVA.
Regarding the performance of these SAVA Diesel engines, it was estimated at about 52CV at 4.200rpm and consumption of around 7 liters on the road even at a reasonable cruising speed. In any case, in the Spain of the seventies, replacing the engine of a 131 or an R12 instead of doing it with a completely new car was only justified in very specific cases. In the end, the country had already entered the consumer society with all its vices and virtues.
A situation in which those times of mechanical conversions and reuse of parts were only part of a distant memory. Yes, paradoxically Eduardo Barreiros finished his career as he started it. Dedicated to diesel and industrial vehicles in a country where, as in the Spain of the forties, a virtue of necessity has to be made. Cuba.
