Miguel Sánchez
Launched in 1968, the SEAT 124 was the natural continuation of everything that the SEAT 600 had represented. Not surprisingly, during the previous decade the Spanish economy had opened up to the world as a result of the pacts signed with the United States in 1953. starting from here, foreign investment was combined with the developmentalism of the technocrats to thus increase the standard of living. With all this, a multitude of families abandoned agriculture attracted by the development of cities. A new field of expansion where construction, factory work and the service sector were creating the foundation for the so-called middle classes.
Definitely, the same working mass as always, although, now, with obvious access to consumption and property. Thus, during the sixties the national fleet registered an exponential increase in the registration of vehicles produced by SEAT, FASA or Citroën Hispania. As a result, the automobile overtook touring motorcycles as the main means of private transportation.
In fact, during that time there was a whole catastrophe among the companies dedicated to two wheels. At least, among those who continued to cling to the tourism models with 125 cubic centimeters. Unable to see the promise of the future held by mopeds, sports frames and the export market. What's more, even in the industrial sphere many things began to change.
In this sense, the Ministry of Industry licensed Barreiros to manufacture heavy trucks at the end of the fifties. Something that, at the time, ended the monopoly exercised by the ENASA Pegasus. In addition, the assembly of the Citroën AZU at the Vigo plant made it possible to turn the page with respect to the ROA, ISO or Clúa motorcycles so popular during the last post-war years.
At this point, it is not strange to understand how, at the end of the sixties, SEAT saw the need to launch a four-door, three-volume vehicle suitable for those new times. In addition, Just one year after the saloon version appeared, the ranchera came onto the market. Equipped with a large tailgate as a fifth door and, therefore, quite suitable for both family and industrial uses.
Now, certain tasks required such a thorough adaptation that it was even necessary to recarry the standard SEAT 124. Among others, the ambulance. Especially common next to the funeral vehicle depending on the severity of each diagnosis. At this point, the auxiliary industry dedicated to bodywork made its entrance on the scene. Not as prolific as in Italy although, after all, more abundant and creative than one might think.
SEAT 124 AMBULANCE, CARRIED IN XÀTIVA
Thinking of Spanish bodybuilders between the fifties and seventies, the most obvious reference is that of Pedro Serra. In addition, in relation to SEAT, his workshop was responsible for the 1400 Sport convertibles. Definitely, the most stylish version of the first model to come out of the Barcelona Free Trade Zone. A vehicle with an artisan bodywork to generate four series that, added together, give a total of 150 units. In fact, it is one of the rarest SEAT-based cars.
Although not as much as the 1400 C Cabriolet Caicoya. A unique piece made in the Oviedo workshop of Evaristo Fernández. However, in a more massive sense, there were numerous workshops dedicated to the most varied industrial adaptations. In fact, some even dared with transformations on the SEAT 600. An example of this was the formichetta signed by Siata. Neither more nor less than an attempt at a delivery van that, based on the constraints imposed by its rear-mounted engine, could not compete against the much more spacious and accessible Citroën AZU.
Likewise, during the XNUMXs and XNUMXs, some small coachbuilders focused on very specific transformations also carried out their activities. In this sense, Mirsan SL, based in Xátiva, highlighted this company that focused its skills on creating ambulances and hearses on at least three SEAT models. In fact, in 1979 he was still in development patenting an elongated body for ambulances based on the 131 Ranchera. A type of product that he had been working on since the sixties, when he converted various units of the SEAT 1500 into funeral vehicles.
However, when from 1972 he could no longer get more units of this model due to the cessation of its production, his attention focused on the 124. Something that represented a certain challenge because, not in vain, this vehicle is more concise than the 1500. This has been done with great repercussion if what you want to do is an ambulance, since its cabin must accommodate a stretcher, medical supplies and at least one seat behind the driver and co-driver seats.
From here on, the rear overhang of this SEAT 124 Ambulance built by Mirsan had to be lengthened by about 26 centimeters compared to that of a standard station wagon unit. All this to raise the weight by about 200 kilos that had to be propelled by the 60CV of its engine with 1.197 cubic centimeters. Fortunately, SEAT seemed to have anticipated the loads these hatchback models would have to face.
For this reason, the gear ratios were short in the lower gears, very suitable for carrying this fully loaded ambulance through urban routes. Another of the benefits of this vehicle, fortunately rescued after a lifetime of service in which, possibly, no one thought of its future possibilities as a classic.
P.D. Registered in Soria by the Torras Hostench company, this SEAT 124 Ambulance was in service until the end of the eighties. From then on, it remained in custody of the Red Cross until it was bought by José Luis Ruiz, a member of the SEAT 1430, 124 and 124 Sport Club. Just a few weeks ago, it has just been acquired by the SEAT en Rodaje collection. A place where, in addition to being perfectly guarded, it will be accompanied by two more ambulances. One on base 132 and one on a 1400.
Photographs: SEAT on the road
