Miguel Sánchez
At the end of the XNUMXs, Franco's Spain was not the post-war Spain. In this sense, the efforts made by the National Institute of Industry had borne fruit in terms of expanding the fleet of vehicles. A strategy in which industrial vehicles were essential. Falling on them the responsibility of collaborating with the reconstruction of the manufacturing fabric as well as being key piece in the motorization of the field. Two lines of action that, together with the opening to international capital at the hands of the United States, were laying the foundations of a modern economy.
However, despite having reflected these ideas in the Stabilization Plans much remained to be done if a fully European level of development was to be achieved. In fact, as the sixties progressed, the six member countries of the European Economic Community negotiated steadily in the creation of a common market. So much so that, in 1968, while the students were looking for the sand on the beach under the cobblestones of Paris, the financial elites liberalized trade between the EEC partners by eliminating customs duties.
A step forward for the creation of the current European Union. From which a Spain politically burdened by the Franco dictatorship was left out despite being in full expansion of consumption thanks to the advance of the new middle classes. Undoubtedly the main modernizing phenomenon of the sixties. Laying the foundations for the future Europeanization of Spain despite generating unresolved wounds such as the devastating rural exodus. A context dominated by the passage from the Spain of 600 to that of families with the capacity to acquire a SEAT 124.
For all these reasons, it is still far from being a car market in which sedans could flourish as they did in France or Germany. This being the case, it is striking to see how Eduardo Barreiros launched himself to manufacture the Dodge Dart in 1965, being such a luxurious model for the Spain of the moment. And what's more, really amazing check its role in the assembly of the last units of the most emblematic American limousine of the moment: the Imperial Crown. A vehicle reserved for international personalities and heads of state whose one of its last chapters was written in the Villaverde factory.
IMPERIAL CROWN. CROWN JEWEL
True to the North American practice of opening subsidiary brands for the most exclusive products, the Chrysler Corporation founded the Imperial division in 1955. A name that had been used since the twenties to refer to various top-of-the-range models. But that from this moment on it was put in greater relevance in order to face the Lincoln and Cadillac. Thus, Imperial was renewing its creations more or less every two years. A high rotation with which it granted exclusivity to each model. Which also received new stylistic details every few months.
In short, a paradise for motor genealogists. Being able to know not only the year, but even the month of manufacture of this or that model, warning modifications in details as specific as the grill or the dashboard finishes. In addition, with regard to the bodies, the Imperials were not only offered in sedan format but also in coupé. Right in the shape and manner of those "Personal luxury car". Perfectly defined thanks to models from the fifties like the Ford Thunderbird or the Continental MKII.
However, being a true top of the range with a vocation for luxury, the Imperials were also offered in the form of a limousine. These were called under the name of Crown, becoming the reference in the segment together with the seventh generation Cadillac Series 70 Designed by Bill Mitchell. In fact, during the first year of manufacture -1955- 172 units were built. A figure surpassed the following year with 226. The last ones manufactured in Detroit, since for 1957 their assembly was outsourced to the coachbuilder from Turin Ghia under the orders of the head of design at Chrsyler Virgil Exner.
GHIA AND HIS RELATIONSHIP WITH VIRGIL EXNER
Virgil Exner's importance to automotive design in the United States was crucial. Trained at the Harley Earl and Raymond Loewy studios, Exner's talent eventually blossomed at Chrysler thanks to the Forward Look style. A milestone that made it the reference to be followed by other firms such as the head of design at General Motors Bill Mitchel. Interestingly, all that genuine American character did not deprive Exner of looking with interest at the Italian coachbuilders. In this way, he came to have fluid dealings with Ghia since in 1954 he entrusted Ghia with the construction of the prototype Dodge Firearrow II.
One of the best design studios for American motorsports at the time. With which Exner was convinced of the excellent Italian workmanship in terms of luxury finishes. Much more adept at crafting in small batches than the massive industrial assembly line in Detroit. For this reason, since 1957 Virgil Exner entrusted Ghia with the assembly of the Imperial Crown together with small series of other models. Thus, and in much shorter runs than those seen during the two years of manufacture in the United States, Ghia lengthened the chassis and conditioned the passenger compartment of the Imperial to adapt them to limousines.
A job that lasted until 1965, the year in which Chrysler decided to end the Imperial Crown limousines after ten years at the top of the luxury market. A decision that, curiously, coincided with the definitive outbreak of Ghia's economic problems. Increasingly cornered, to the point of sell part of its shareholding to an Alejandro de Tomaso who acted as a prologue to the definitive acquisition of the coachbuilder by Ford in 1970. Made with which it was destined to serve as a seal of quality in the most elaborate finishes of the popular manufacturer.
BARREIROS APPEARS AS THE OPPORTUNITY FOR THE LAST IMPERIAL CROWN
Within all the chaos experienced by Ghia in the mid-sixties, the liquidation of the contract with Chrysler was one of the most important points. In this sense, surely several unique projects would remain in the pipeline. But the most remarkable thing is what happened with the last ten chassis of the Imperial Crown. From five to ten. The last units of this mythical limousine. Ghia was no longer interested in making them. But obviously Chrysler did not want to spoil those chassis with their respective V8 mechanics with almost seven liters of displacement. High-end elements that for that 1965 were at the height of what the Rolls-Royce Phantom could be today.
However, taking them back to the United States was also not a good idea. And it is that, after all, it had been about eight years since Chrysler had its own coachbuilders capable of adequately finishing off the latest Imperial Crowns. Thus, the only sensible way to dispose of these latest chassis was to bodied them in Europe. But where? And not only that, where to do it at a price that would not make the operation uneconomical? So things a name was floating in the environment. Barreiro's.
The Spanish company from which Chrysler had bought part of the shareholding in 1963 with a view to manufacturing the SIMCA 1000 and the Dodge Darts in Madrid. An offer of passenger cars capable of encompassing the popular without forgetting what in Spain at that time was understood as high-end. All this without conditioning the offer of industrial vehicles typical of Barreiros. But even strengthening the company to the point of associating with CEPSA for various oil projects in Africa. Certainly a seal of trust for Chrysler, which meant that the Imperial Crowns ended up in the Villaverde factory in Madrid.
THE IMPERIAL CROWN OF BARREIROS
There are certain documentary gaps regarding what happened with the Imperial Crowns that arrived in Madrid from the Ghia workshops in Turin. For this reason, the ins and outs of the operation are still unknown. Was Barreiros responsible for bringing them? Did you do it with a desire for business thinking of selling them in the national market? Was it more of a Chrysler idea? Put to digress, one can think that yes in the latter, since otherwise it would not make sense that Eduardo Barreiros knew by himself the situation of those chassis in Italy.
Perhaps all this came from some informal proposal from the Americans. Caught on the fly by Barreiros in the spirit of doing quality work representative of what his factory could do. Who knows. As long as time can give us definitive evidence in some archive, for now we are only certain that in 1965 Barreiros began working on the Imperial Crown. Regarding the characteristics exhibited by the Italian units, those of Barreiros had a longer wheelbase. Specifically 3'91 meters compared to 3'78 made by Ghia.
In addition, with regard to the passenger compartment, two small rear-facing folding seats were mounted. Another small difference compared to the Imperial Crown bodied in Italy. For the rest, the qualities and finishes had nothing to envy to the previous units. And it is that, although it may be surprising for the Spain of the sixties, these limousines finalized by Barreiros assembled all kinds of comforts related to air conditioning or sound. Characteristics that made them very difficult vehicles to acquire in the national market.
In fact, within the few data related to these models we do know that the months went by and Eduardo Barreiros could not sell any. Situation that changed when he gave a unit to Franco, who used it at least on one visit to the Barreiros factory itself. A very intelligent commercial action. Since in a dictatorial country characterized by clientelism, appearance and servile certain high-ranking finance and state officials launched the purchase of the Imperial Crown Barreiros as an act of imitation.
Regarding the destination of the five to ten units, another exhaustive article could - and should - be made. Going forward we will only say that we have located one in the hands of the Army. Another quite modified in its upholstery to adapt to actress Sara Montiel's taste for glitter. A best-seller in the late XNUMXs or early XNUMXs after allegedly having been owned by the Franco family. And, of course, the one we have used to illustrate this article. Which we located in the classic shop Unique Classic Cars of Mankato, Minnesota, last December. With confusing history even for the seller and sold only a few days ago. More documentary gaps to resolve for this unexpected and interesting chapter in the great history of Barreiros.
Images Imperial Crown Barreiros: Unique Classic Cars
PS We would like to thank the kind collaboration provided for the realization of this article by the Eduardo Barreiros Foundation and Pablo Jimeno.
