Miguel Sánchez
Used under all kinds of conditions, commercial vehicles tend to have a pretty tough lifespan. In addition, even after time there are not many fans interested in them. In this way, an overwhelming percentage of them end up being easy prey for scrapping and oblivion. For this reason, and even having been manufactured in batches of thousands, many of these models are practically impossible to find today. Something well exemplified by motocarros. Robust, practical and accessible, thanks to them many families were able to access not only the sustenance of their businesses, but also certain leisure and mobility quotas.
To check it, you just have to take a brief look at some photographic archives; full of snapshots where they are exhibited with real pride. It was not for less. After all, in the years of autarchy, having one of these vehicles meant a substantial advance. Neither more nor less than transcending animal traction to thus enter the promise of development. A promise that, at the end of the fifties, became a reality thanks to the transformation of Spain under its gradual connection with the western economy. At this point, the growth of cities and the rise of the third sector were creating the necessary foundations for the explosion of mass consumption.
Thus, when in 1957 the SEAT 600 not only a new car arrived. But also a true symbol of the times. Putting the roofed ride on four wheels within the reach of families who, until then, could only afford to buy a motorcycle. In addition, this not only affected the world of family transport but also that of the industrial ones. Thus, at the end of the fifties there were more and more self-employed and small businessmen with the possibility of accessing vans. A substantial improvement that, in a very short time, sentenced thousands of Clúa, ISO, Vespa and Cremsa motorcars to scrapping.
Put in this situation, it is worth asking what was the model responsible for offering new horizons to companies. Something that can provoke debate although, going to the numbers, everything points to the Citroën AZU. Not surprisingly, its production from 1958 to 1970 exceeded 100.000 units. What's more, it was the first vehicle manufactured at the Citroën plant in Vigo; even before the final inauguration of its assembly lines in Balaídos. In other words, the future predominance of this van in the industrial field was as clear as that of the 600 among the popular range passenger cars. However, in 1961 Siata Española SA launched a commercial variant of the SEAT known as the Siata Formichetta.
SIATA FORMICHETTA, AS CHARMING AS IT IS RARE
Founded in 1926, Siata was a company clearly related to FIAT. In fact, since its inception it specialized in offering parts designed to increase the performance of these models. Also, after World War II began to produce its own sports cars thanks to the mechanical base offered by the Agnelli house. Thus, Siata offered sports cars as interesting as the 208 S and CS. Equipped with the V8 designed by Dante Giacosa in the early fifties under the unsuccessful idea of being mounted on a sedan.
However, when a sort of Spanish subsidiary was created in Tarragona at the end of the 50s, it could not aspire to such high flights. For this reason, the overwhelming majority of their designs were based on the SEAT 600. This is how the three-volume Ampurias, the Turisa convertible or the attractive four-seater Tarraco were born. All of them versions of the popular 600. Designed with the intention of occupying the small market niche governed by distinction. However, in the Spain of the sixties these models on a whim barely achieved a significant sales quota. In fact, while from Tarraco a little less than 600 units from Ampurias appeared, only 24 would make it.
At this point, it was obvious how the differences in the Spanish market with respect to the Italian required totally different models from the sports cars built by the plant. For this reason, in 1961 the Siata Formichetta was launched with the vision of entering the segment dominated by the Citroën AZU. For this, the 600D was used as a base, powered by its in-line four-cylinder block with 757 cubic centimeters and 32CV at 4.800 rpm. A choice that, compared to the van derived from the 2CV, raised the problem of being a cargo vehicle with the engine in the rear position. At this point, in the design of the Siata Formichetta the main problem was access to the mechanics.
Solved through its own opening in the rear, it is also operable from above as it has a door already inside the passenger compartment. However, what is undeniable is how all this conditioned access to cargo from the tailgate. Difficulty in the face of which the wide side doors arose, perfect for the use of the Siata Formichetta as a vehicle dedicated to urban distribution with brief stops on the road. In addition, it was offered in two versions. The Standard -with only two seats- and the Combined or Mixed -equipped with small retractable seats in the cargo area-.
Under these parameters, the Siata Formichetta was presented as a perfect alternative for the day-to-day of delivery men and small businesses. Even more so thanks to its 300 kilos of payload. Nevertheless, the Citroën AZU had already fully established itself in the brand new van segment with a load space, in addition, much more extensive. In this way, the Siata only reached approximately 6.700 units in its production until 1966. Figures that, after decades, make it one of the most desired variants by collectors interested in the SEAT 600.
P.D. The unit used to illustrate our text is the one belonging to the collection SEAT on the road. Perfectly restored after its acquisition in 1997, this Siata Formichetta was recovered from oblivion and deterioration to be one of the few examples of this model still in existence.
Photographs: SEAT Filming
