Miguel Sánchez
After the Civil War, the situation of the fleet in Spain was not exactly simple. To begin with, a large part of the productive fabric was seriously damaged due to the war. Also, the fuel rationing It didn't make things easy either. In fact, due to the difficult supply with the Second World War as a backdrop the Franco government created the Fuel Police Station in June 1940. In addition, the market was seriously damaged in its capacity to consume. Something that, logically, conditioned an industrial sector diminished by the lack of capital, internationalization and logistics.
Thus, only public investment could put a new line of trucks on the asphalt with which to feed industrial reconstruction. Thanks to this, at the end of the forties, ENASA was already assembling the first Pegasos on the remains of the old Hispano-Suiza. A company that, together with its role in high-end and aeronautics, It was also a referential in terms of industrial vehicles before the Civil War. However, beyond the actions led by the National Institute of Industry and its subsidiaries, the truth is that there were also small private companies dedicated to the field of trucks.
Of course, due to the lack of capital, they focused on reconversions and maintenance of what already existed. In fact, based on the lack of fuel, everything related to saving it had an obvious interest. At this point, the gas generator installation experienced great commercial success together with the adaptations to diesel cycle. Furthermore, based on this second line of work, Eduardo Barreiros began to have an important presence in the automotive world. He achieving engines with up to 40% less consumption while conditioning old Soviet trucks abandoned in the heat of battle.
With all this, it is easy to understand how Barreiros was characterized from its first moments by a clear entrepreneurial instinct. Even as the postwar years passed his company managed to gain a foothold in that Spain of motorcycles and microcars. Thanks to this, in 1954 he founded Barrieros Désel with the aim of manufacturing his own trucks. However, this was not going to be easy. Not surprisingly, Pegaso had a monopoly on medium and heavy transport.
What's more, the licenses distributed by the Ministry of Industry only affected the field of light vans. Area where brands such as SAVA or Fadisa had managed to thrive. However, after assembling a series of trucks commissioned by the Portuguese army the authorization for the manufacture of heavy vehicles arrived at the end of the decade. Thus, all that remained was to acquire foreign patents to obtain state-of-the-art technology. A most normal challenge in Spain at the time because, after all, although the industry had recovered productive muscle, the truth is that the national design capacity was still seriously diminished.
In fact, from Mototrans with Ducati to Moto Vespa with Piaggio through Avello with MV Agusta, a large part of the national motorcycle brands got ahead thanks to the licensing system. It's more, SEAT itself owed its existence to FIAT designs. Exactly the same as FASA with Renault or Citroën Hispania de Vigo with the creator of the 2CV. At this point, in 1958 Barreiros closed a deal with the English firm David Brown for the production of gearboxes.
Yes. The same company that, since 1947, made the manufacture of gears and tractors compatible with the direction of the prestigious Aston Martin. In addition, only one year later the agreement with the German Hanomag was closed. A perfect alliance to strengthen the range of tractors. Complemented since the beginning of the sixties by the commercialization of the Azor, Puma and Cóndor. First Barreiros models available to the private market. In addition, shortly after the options of Ebro, SAVA and Avia would arrive. A very different scenario from the domain exercised by ENASA during the hard years of autarky.
BARREIROS SAETA, THE BET FOR THE MEDIUM FIELD
At the end of the fifties, small and medium-sized companies finally had access to more efficient transport. In fact, that was a real leap forward. Going, in a very short time, from the old reconditioned trucks to the Citroën AZU vans or the SAVA, Fadisa or Pegaso vans. Likewise, with regard to the field of trucks the presentation of Barreiros Saeta in 1962 made things easier to those who need a vehicle capable of carrying between 4.000 and 7.000 kilos of cargo.
In fact, the very nomenclature of the Saeta saga follows this interest in the tonnage to be transported. Not in vain, the versions -45, 55, 65 and 75- allude to the sum in kilos of the box plus the payload. That is, 45 for 4.500 kilos, 55 for 5.500, 65 for 6.530 and 75 for 7.535. Exactly the same as what happened with the access versions -15 and 25-, being 15 the most remarkable thanks to being able to drive with a tourism car license by virtue of its character of light transport. Regarding the engines, the Barreiros Saeta range started at 65CV in 15 and gradually increased to 90CV in 65 and 75.
Quite less than the 125CV reached by the Pegaso Comet but, at the same time, enough to satisfy its public. Much more interested in making deliveries and short daily journeys than in addressing the large routes to be completed with models superior to the Barreiros Saeta. In addition, it was much cheaper -almost 35%- than the Comet. all of it seasoned with much shorter delivery times due to the efficient rapport achieved between the Villaverde factory and its auxiliary industry.
In fact, that growth led to the agreement signed with Chrysler in 1964. A chapter that, with its lights and shadows for the fate of Eduardo Barreiros himself, was only possible thanks to the prologue signed by Villaverde's industrial vehicles. Those who, along with those of his competition, were key elements in the industrialization of a country which, after two decades of slow recovery, was gradually recovering a productive tone comparable to the rest of Europe.
Photographs: Eduardo Barreiros Foundation
