Miguel Sánchez
In the world of motorsport there are many brands that have sold almost everything. In this way, in the credit of Peugeot are the cars. Yes. But also coffee grinders and bicycles. A diversified offer that also existed in BMW after the Second World War, even offering kitchen material. And that's not to mention Honda. In whose product catalog you can find water pumps and garden utensils along with its motor vehicles and robotics services portfolio. What's more, Pininfarina herself has launched herself into architectural design, having signed residential buildings in Italy, Florida and Brazil a few months ago.
This being the case, it is easy to understand how many companies have varied their activity according to the years imposed by one market or another. Something that has clearly happened in AUSA. Today one of the leading brands in the industrial machinery sector for material handling and earthworks. Although founded in 1956 with the ambition of offering a range of microcars responsible for placing itself between the Biscúter and the more compact passenger cars. However, since its roots go back even further in time, it is best to go in parts.
In the first place, we must situate ourselves in Catalonia during the XNUMXs. Coordinates in which Guillen Tachó founded his own repair shop in Manresa. Very capable and ingenious, in addition to performing mechanical work on both cars and motorcycles, he was also able to manufacture his own parts. So much so by 1950 he built his first microcar. Popularly called La Ballena, it looked like a small recreation of a great sports car from the XNUMXs thanks to a really striking aerodynamic rear. In this way, he quickly caught the attention of the Barcelona fans further strengthening the fame of Tachó's workshop.
An interesting starting point for his own creations, which continued in 1953 with El Coca. Another microcar, although this time much more rational and suitable for the times. After all, in impoverished post-war Spain these vehicles enjoyed a good number of sales since most of the families could not afford access to a car. Therefore, the commercial situation for El Coca was conducive to entering a sector dominated by Biscúter designed by Voisin. However, an essential piece was missing in any industrial project. capital. Just what was remedied by the appearance of Mauricio Perramon, thus squaring all the factors for the arrival of the PTV 250 in 1956.
CAPITAL AND LABOR, THE APPEARANCE OF THE PTV 250
In motorsport, capital and engineering are a kind of “so much rides, rides so much”. And it is that an excellent design without a financial structure behind it is as useless as a good commercial network without a solvent and attractive product to offer. That's the way it is, When the industrialist Mauricio Perramon learned about the design of El Coca, he decided to associate with its creator. for the manufacture of microcars. In this way, AUSA was founded, whose models would be sold under the name PTV. P for Perramon -director and investor-, T for Guillen Tachó -designer- and V for Vila -manager-.
At this point, the launch of the PTV 250 was imminent. In addition, it represented a commitment never seen before in the segment of microcars in the Iberian Peninsula. And it is that, in the face of the austerity of Biscúter, the PTV 250 was presented as a more elaborate creation. In fact, its carefully designed bodywork was closer to the Goggomobil than to the segment leader. In addition, the interior space was also greater. Being able to accommodate two to three people in the width of its bench seat seated on the tubular steel chassis. All this with a weight of 330 kilos.
Regarding the mechanics, the PTV 250 had a 247cc single-cylinder of its own manufacture -AUSA- capable of delivering 13CV to reach up to 75 kilometers per hour. Quite powerful figures for the world of microcars, only being able to compare with the Biscuit “Pegasin" bodied by Pedro Serra. Another vehicle that arrived to interpret the last chapter of these models in Spain, which would be overwhelmed by the appearance in 1957 of the popular and economical SEAT 600. A small car, but at the same time a much more interesting car in all respects than the PTV 250 or the Biscúter.
FROM SUCCESS TO FAILURE IN A VERY LITTLE TIME
The PTV 250 cannot be classified as a commercial failure at all. And it is that it managed to sell really well, reaching almost 5.000 units, being the second most popular microcar in Spain only behind the veteran Biscúter. In fact, an evolution of it was designed under the name of PTV 400. Adding up to 19CV thanks to a twin-cylinder engine this time. Of course, with the same rear-wheel drive scheme -in the PTV the engine was behind, not in front as in the Biscúter- and independent front suspension.
However, when in 1957 the appearance of the SEAT 600 was combined with the slow but constant increase in the consumption capacity of families, the PTV 250 began to have it quite raw. And that had only been a year since its launch. Thus, it survived until 1961 - the Biscúter was discontinued a year earlier - being the last mass microcar on the Spanish market.
Unfortunately, for decades PTVs were seen as nothing more than small old vehicles destined for scrap. Reason for which today there are really fewBeing true gems among microcar collectors. Some models that speak of what the fleet was like in the years after the Second World War.
Images: RM Sotheby's
