Miguel Sánchez
Although the Franco dictatorship was still an anomalous survivor of the Second World War and the defeat of fascism, the truth is that the Spain of the sixties bore little resemblance to that of the postwar period. In this way, the Stabilization Plans of 1959 had marked the path of economic expansionism with the new middle classes as protagonists. A developmentalism that changed the face of the country through massive urbanization, the growth of cities and the progressive mechanization of the countryside. conjugate factors to produce the rural exodus as well as access to consumption and the service society.
In this sense, the national mobile fleet underwent a profound evolution. To begin with, the number of passenger cars grew due to the enrichment of many families. Thus, having a SEAT 600 was not only an ease for day-to-day life but also a symbol of progress. What's more, industrial vehicles had to adapt to the needs of new urban companies. A complex network full of small entrepreneurs and freelancers for whom the work vehicle was the same as the family vehicle. Based on the latter, the manufacturers had to manage to combine a priori conflicting uses.
A mixture from which models such as the R4 or the Dyane 6 emerged. Evidently suitable for family use, but without sacrificing its very useful country qualities in rural areas. The one that, even being the loser during that process of national transformation, continued to represent almost half of Spain. A market to which Viasa, from Zaragoza, went. Founded in 1960 to manufacture under license Willys Overland Jepp models with various bodies of own production adapted to the national market. A versatile and useful idea that was launched on the market in 1963 under the name of Jeep-Viasa SV-430.
JEEP-VIASA, THE ADAPTATION TO THE SPANISH CONSUMER
When we talk about SUVs, the Jeep is an impossible reference to avoid. Reliable, robust and very easy to assemble and repair, this model born for military use ended up being a excellent ally of ranchers and farmers in times of peace. In fact, its success covered much of the world thanks to its manufacture under license in various countries. One of them was Spain from 1960. Year in which Viasa consolidated the CJ-3B as the mainstay of a range outlined between industrial and private with multipurpose vehicles equipped with all-wheel drive.
Although they were first assembled with surplus parts from the United States, around unit number 200 already we can speak of a model entirely manufactured in Spain. In this way, Jeep-Viasa became, together with Pegaso, Barreiros or Fadisa, one of the indisputable references in national industrial vehicles. However, the production of less than a thousand units is suspected of this Jeep comparable to the Santa Ligero. A concise figure, even more so if we take into account that many of them were commissioned in batches by the army instead of being assumed by the private market.
For this reason, without a doubt, the CJ-3B is not the most representative model of Jeep-Viasa. Just the opposite of what happened with the SV-430. A good base with four different variants of which some 8.000 units were sold during three production phases. The first under the control of Jeep-Viasa since its launch in 1963 until the absorption of the company by Motor Ibérica in 1974. The second from this last year until the commercial liquidation of the model in 1980 to be replaced by Nissan vehicles. And the third until 1985 in order to fulfill the manufacturing contracts signed with the Spanish Army.
FOUR BODYWORKS ON THE SAME BASE
To manufacture the SV-430, Jeep-Viasa used an already known base. That of the CJ-3B. Of course, lengthening the chassis to better support the large bodies with about 4,4 meters long. Even so, the wheelbase remains short for such a model -2,5 meters-. Feature that added to the all-wheel drive gives its 1.920 kilos in the heavier versions an unexpected capacity on dirt tracks or rocky roads. What's more, the engine was placed longitudinally and almost centrally. Something that benefited both weight distribution and habitability. Since by putting it peeking out towards the rear seats between the pilot's seat and that of the two co-pilots, the space in the front area is maximized.
Regarding the chosen engine, this was a Perkins diesel of 3.150cc and 63CV. More than enough to move the Jeep-Viasa briskly and generously on dirt tracks. Also being able to make crossings with averages of up to 100 km / hour as long as you were willing to endure the roar of the engine whose force reached the ground through a Jeep transmission. Highly contrasted. Also equipped with a reducer to improve off-road capabilities. A solution that was added to the disconnectable all-wheel drive, since on the road it was normal to use only the rear drive.
However, the most characteristic and typical of the Jeep-Viasa Zaragoza was the design of four bodies. With them they wanted to cover a wide range of uses where cargo could be intermixed with farm work or construction crew. In this way, the Duplex model offered a double cabin for six passengers and up to 750 kilos of cargo. The Van provided shelter for three passengers and six square meters of roofed cargo space. The Campeador was presented as a model with open cargo space and a closed cabin for three people.
And the Toledo - possibly the most famous since it was used by the Armed Police with its characteristic gray color - with capacity for up to nine occupants and 300 kilos of luggage. A panoply of variants designed with rough and spartan aesthetic that over the decades has gained geometric charm. A true classic among the industrial models that led economic development during the sixties.
Images: Viasa / Government of Aragon / Motor Ibérica
