Miguel Sánchez
In 1977, much of Western Europe was experiencing one of its worst economic recessions since the Crash of 1929. In fact, in the particular case of Spain, the anxiety was of such a caliber that it even forced the political forces of the Transition. A problematic situation that led to a handshake between figures as distant from each other as Manuel Fraga or Santiago Carrillo. All this embodied in the so-called Moncloa Pacts. Undoubtedly one of the greatest milestones in the consolidation of the young parliamentary democracy. Just a few months after the legalization of the Communist Party of Spain as evident proof of the commitment to freedom made by Adolfo Suárez.
Thus, that in March of that same 1977 an auction of machinery from a workshop in liquidation was convened was not at all strange. After all, the contraction of consumption given in Western capitalism as a whole took away a significant number of small and medium-sized companies. In fact, that was just the prologue of what was to be the severe industrial conversion of Spain within the European Union. In short, a complete change in the socio-economic paradigm in which the national automobile market would also experience the liberalization of import quotas. A first level challenge especially for SEAT. Comfortably installed since the fifties under the mantle of protectionist policies.
However, returning to our specific case, we must place ourselves at kilometer 31 of the Carretera de Valencia. The DDAuto Automotive Development facilities were located there. A trainer founded at the end of the sixties with the intention of being what Alpine and Abarth had been for Renault and FIAT respectively. Namely, a sports preparation workshop on tourism models. Able to work autonomously in series but, at the same time, blessed by its formal collaboration with SEAT. At this point, what happened to reach that closure in 1977? The answer is a story that begins to be told in 1969. Let's get to it.
DDAuto AND ITS VERSIONS ON SEAT MODELS
First of all, it is necessary to make a healthy declaration of intentions. Furthermore, perhaps we should qualify this as a preventive exoneration. Not in vain, in this country the SEAT 1430 is quite an institution. Not only for what it meant in the expansion of the fleet as the new middle classes grew. But also because of the abundant sports preparations based on this spirited model with little weight and rear-wheel drive. In this sense, it is worth noting how the SEAT 1430 prepared by DDAuto are, to a large extent, unknown.
And it is really complex to find a working unit. Almost as much as finding primary sources beyond hearsay or third-hand information. That's the way it is, on this side of the keyboard we are still putting together the pieces of the puzzle represented by the fragmented and poorly documented history of DDAuto. A fact that, however, has not prevented us from launching this first publication on the coach from Madrid. Unknown beyond the circles in which fans of the most performance versions of the SEAT 1430 move.
That said, the first point to take into account is found in 1968. The year in which the SEAT 124 was launched as a next step for all those families that had entered motorsports thanks to the SEAT 600 of 1957. Thus, at the beginning of 1969 DDAuto was already operating with the aspiration of offering sports alternatives based on the new model. In this way, that same year DDAuto presented SEAT with a sports version of the 124 with a round headlight.
Quite colorful and interesting, although sentenced by an essential problem. Time. And it is that SEAT took almost three years to give approval to it. Thus enabling the supply of chassis and parts to DDAuto as well as the marketing of its models in the network of official dealers. With all this, the project that first SEAT 124 DDAuto was born dead since, in between, not a few things had happened in the range of the manufacturer with FIAT licenses. To begin with, the premiere in 1969 of the 1430. Inspired by the Italian 124S to be in Spain an alternative with greater displacement to the first series of the 124. That is to say, the perfect prologue for the sports variants that were to come in 1973 under the name FU.
SEAT 1430 DDAuto, PASSED BY THE FU
Towards 1971 at last DDA had obtained the blessing of SEAT. However, the brand's dealerships could no longer offer that first 124 DDAuto with a round headlight. Not surprisingly, the arrival of 1430 had changed everything. So that the coach from Madrid devised a new model using this one as a base. At this point, in November 1973 Autopista magazine reported in number 771 on the arrival of the SEAT 1430 DDAuto. What a date to do it! And it is that, after all, just at that moment the fu versions offered by SEAT itself.
Thus, what was the point of what DDAuto and SEAT were doing? Well, since their relationship was born in the late sixties, we assume that SEAT did not terminate the agreement since this would be contrary to all business ethics. In fact, Why cause a problem when it was obvious that the 1430 DDAuto wouldn't be a terminal danger to the factory 1430 FU? Moreover, in the light of time is what happened. Since the higher price of the DDA ruined its sales, being already meager those of the already exclusive FU.
In addition, that supplanting of functions forced the SEAT 1430 DDAuto to have to further refine their mechanics in order to justify their existence compared to the factory models. In this way, the engine installed in the SEAT 1430 DDAuto was that of the 124 Sport Coupé. That is, a block of 1.8 liters capable of giving 118CV at 6.000 revolutions per minute. Yes indeed, surely raised a little more in the case of units retouched in DDAuto workshops. Regarding the exact data, the truth is that we have not found a reliable catalog, a document from the workshop itself or a SEAT dealer, where specified.
Therefore, we venture about 130CV. Not in vain, the Sport Coupé 1800 retouched by Abarth They gave 133CV thanks to the two double-body carburettors. A mirror before which it seems appropriate to place the SEAT 1430 DDAuto. After all, in the coach's own advertising a direct comparison was made between him and what Abarth did on FIAT bases. Regarding the address, the endless screw was replaced by a more precise rack. In addition, the disc brakes were made more generous and the suspension was tweaked to avoid the excessive understeer of the 1430 giving negative camber to the front axle.
Unfortunately, the quasi-artisanal work carried out by DDAuto in its workshop on the Carretera de Valencia skyrocketed the price of its 1430. An unflattering fact, even more so if we take into account how much more logical it was to acquire a factory FU. With all that, of the SEAT 1430 DDAuto it is speculated that only about 700 units saw the light. Quite a rarity today, although the FU11 with 135CV is estimated to produce only 15 units. Undoubtedly, despite the general nature of SEAT, no one can doubt the existence of those short-run performance versions. A story from which we will bring you more articles.
Images: DDAuto / Catawiki
