GmbH (until 1961)
AG (since 1961)
|Reason for dissolution||insolvency|
|Seat||Bremen , Germany|
|management||Carl Friedrich Wilhelm Borgward|
|Number of employees||almost 23,000 (late 1950s)|
Borgward was also part of the names of various companies from 1920 to 1969, some of which existed one after the other, some side by side. All of these companies were linked to the engineer and automobile manufacturer Carl Friedrich Wilhelm Borgward (1890–1963) through partial or complete ownership or through their establishment .
In 1961 the group of companies, Bremen's largest employer, got into financial difficulties, which after a controversial crisis management led to the demise of the company and the Borgward brand.
Since 2005 Christian Borgward, the grandson of Carl FW Borgward, has been taking steps to revive the automobile brand.
Start with the lightning cart
The Bremer Kühlerfabrik Borg Ward & Co. presented from 1924 to Blitzkarren ago, an open three-wheeled vehicle with a load capacity of five quintals , which after inflation in Germany as a small delivery found a gap in the market. The driver sat on a motorcycle saddle behind the rear axle, the loading platform was between the individual front wheel and the rear axle. This was driven via a belt by a single-cylinder two-stroke engine (from DKW , later Ilo ) with a displacement of 120 cm³ and an output of 2.2 hp. The vehicle had pad brakes on the rear wheels; There was no clutch or manual gearbox: the driver pushed the vehicle and jumped up as soon as the engine started.
Foundation of a GmbH
In 1925, the businessman Wilhelm Tecklenborg joined the young company with a deposit of RM 10,000 , after he had previously sold a license to build the lightning cart for the Bremen construction industry for RM 60,000 . Borgward brought the existing machines into the GmbH as a regular contribution. In addition, the copyrights to the Blitzkarren passed to the company. The land and buildings remained Borgward's private fortune. The company was now called Fahrzeugwerke Borgward & Co. GmbH
Tecklenborg was able to sell a considerable number of lightning carts to the Reichspost , which they used in Bremen for emptying mailboxes and delivering parcels.
In addition to the Blitzkarren, Borgward brought out the Goliath Rapid in 1925 ; a “muzzle loader” with the loading platform over the now two-wheeled front axle and an additional pillion seat for an extra charge. The Goliath Standard model had a payload of 500 kg and was equipped with a 350 cm³ engine with 7.5 HP output with clutch, gearbox and a brake on all wheels. In Bremen's Neustadt district, the old buildings at Steinstrasse 28 were insufficient for the expansion of production, and Borgward and Tecklenborg acquired a partially built-up factory site not far away in Industriestrasse. In the following years other models were created. The demand for Blitzkarren and Goliath was very good for the time; Eight pieces of both models could be built and sold daily. Difficulties were only caused by a traffic police regulation, according to which the vehicles had to be put into reverse gear and vehicles that had already been delivered had to be retrofitted with it. At the end of the 1920s, every fourth commercial vehicle in the German Empire was a Goliath.
Foundation of Goliath and takeover of Hansa-Lloyd Werke A.-G.
The company Fahrzeugwerke Borgward & Co. was changed to Goliath-Werke Borgward & Co. in 1928 . From 1931 they built the three- wheeled passenger car Goliath Pionier , a two-seater with a 200 cm³ Ilo two-stroke engine in the rear, power 5.5 HP, top speed approx. 60 km / h. In 1931/32 the pioneer was the most-produced passenger car in Germany. From 1929 Carl Borgward and his partner Wilhelm Tecklenborg acquired the majority of shares in the automobile factory Hansa-Lloyd Werke A.-G. with plants in Bremen- Hastedt and Varel , which was affected to a considerable extent by the general economic crisis . In order to avert a settlement proceeding, Borgward and Tecklenborg also took over the liabilities to the banks. The Hansa-Lloyd factory in Varel was closed in 1930. The two companies Hansa-Lloyd and Goliath were merged and traded as Hansa-Lloyd and Goliath-Werke Borgward & Tecklenborg oHG from December 31, 1931 .
Borgward becomes sole entrepreneur
To get a broader financial base, founded Borg Ward and Tecklenborg along with four other Bremen merchants in 1936 a joint stock company with five million Reichsmark capital, as Hansa-Lloyd-Goliath Werke AG changed its name . As Borgward soon felt patronized by his new partners and wanted to take over the management alone, this AG was dissolved again just a year later. Wilhelm Tecklenborg in particular had financial concerns about the rapid expansion and feared for his money.
When the corporation was dissolved in 1937, Tecklenborg received four million Reichsmarks as a severance payment , which, taking inflation into account, corresponds to today's purchasing power of around 17,330,000 euros. Borgward was now the sole owner and called his company Hansa-Lloyd-Goliath Werke Carl FW Borgward . The successful course could be continued and the vehicles produced grew bigger and bigger. This was evident in the six-cylinder models Hansa 1700 , Hansa 3500 Privat and Borgward 2300 . In the truck sector, Borgward was one of the most important producers in the German Reich .
After the opening of the new car factory in Bremen-Sebaldsbrück on September 23, 1938, the owner changed the company name again: his group of companies was only called Carl FW Borgward .
Second World War
The Schell Plan forced Borgward to convert its product range. During the Second World War, the company was a main supplier of half-track vehicles such as armored personnel carriers , tractors and load carriers . Also torpedoes were produced. The plant in Bremen- Sebaldsbrück , which opened in 1938, was 58 percent destroyed in the air raid on Bremen on October 12, 1944, and 87 percent of the Goliath plant in Hastedt .
To protect against Allied air raids , the Ottersberg fieldworks were built in the winter of 1943/1944 under the direction of the Todt organization in the Nadah forest , mostly by prisoners of war and forced labor . The important engine construction was outsourced to the six halls in solid and wooden construction and forced or eastern workers were driven there to work daily from Bremen by truck . Transmission and axle production had already been relocated to Delmenhorst beforehand . In the new Sebaldsbrück plant, the SS maintained a satellite camp of the Neuengamme concentration camp , the Bremen-Sebaldsbrück (Borgward) , with around 1,000 Polish and Russian men who had been transferred from the Auschwitz concentration camp from August 25, 1944 until the heavy air raid in October 1944 . The prisoners were housed on the upper floors of an old factory building on the Borgward site in Sebaldsbrück and had to work in arms production both in the local factory and in the old main factory in Hastedt. After almost two months, the SS had the concentration camp cleared and the concentration camp prisoners were taken to the Farge concentration camp and later to the Neuengamme concentration camp.
post war period
After the end of the war, employees at the Sebaldsbrück plant initially continued to build the former Wehrmacht truck model B 3000 from the parts that were still available and, without the express permission of the British occupying forces , also used the repaired machines to manufacture new parts. Since Carl Borgward was initially not allowed to run the works after 1945 because of his membership in the NSDAP , Wilhelm Schindelhauer managed the company as custodian (administrator). He had been with Hansa-Lloyd since 1917, since 1938 commercial director of Borgward as well as a former member of the SPD parliament, and until 1957 he successfully managed all sales of cars and trucks.
Borgward was released from American custody after nine months and was only allowed to re-enter his works after the denazification process in the summer of 1948. During his imprisonment, he continued to work on a design from 1940 that later became the Borgward Hansa 1500 . During his internment, Borgward took inspiration for the shape from American car magazines that the guards lent him. The first new design after the war was the first German mid-range car to have a pontoon body .
In order to get more raw material allocations, Borgward divided his company into three individual companies in 1949:
- Carl FW Borgward G. mb H. Automobile and engine works, main plant in Bremen-Sebaldsbrück
- Goliath plant G. mb H. , plant in Bremen-Hastedt
- Lloyd Maschinenfabrik G. mb H., initially on the area of the Goliath works in Bremen-Hastedt, renamed Lloyd-Motoren-Werke G. mb H. in early 1951 and relocated to a former ammunition factory in Bremen-Neustadt
The companies produced vehicles of the brands
- Borgward (Hansa was just a model name)
- Goliath (car models were called Hansa from 1958 )
- Lloyd (Arabella model also under the Borgward brand)
The small Lloyd LP 300 with a two-stroke engine and a plywood body with synthetic leather upholstery proved to be very successful . For a long time it was the leader in the market segment below the VW Beetle , in revised versions the model series held its own on the market for a decade. This bestseller was popularly known as the Leukoplastbomber . With the Hansa 1800 Diesel, a passenger car with a diesel engine was part of the Borgward program - no one else except Daimler-Benz had such a model.
Starting in 1949, Borgward also developed the first automatic transmission in Germany, a fluid transmission with a fleet test in the Hansa 1500. In the 1950s, Borgward became the fourth largest German automobile manufacturer: by the end of the decade, almost 23,000 people were working for the group of companies. Borgward was also involved in automobile racing.
Borgward Hansa 2400, Isabella, P 100, Arabella
In 1952 the Hansa 2400 was presented and initially built with a hatchback (until 1955); In addition, it was available from 1953 to 1958 as a Pullman sedan with a notchback. Of the hatchback model, 743 cars were built in three years. Because of the weak brakes of the early examples and the unsatisfactory self-developed automatic transmission, the otherwise very complex and solidly built car suffered from reputation defects; in addition, the streamlined hatchback body may not have been to the taste of luxury class customers. The Pullman sedan with notchback found even fewer buyers. Despite the much improved Pullman model in 1955, of which 345 were built in three years, only 656 vehicles left the factory in five years. The successor to the Pullman limousine was the large Borgward P 100 in 1959 , the first German passenger car with air suspension .
The biggest sales success in the middle class was the 1954 presented Borgward Isabella (60 HP, 135 km / h, 1500 cm³ displacement). The model - all versions added together - was built 202,862 times. As a TS version with 75 hp, the Isabella achieved the performance of the sports car of the time. Especially as a coupé, the Isabella was one of the German dream cars of the economic boom. It had numerous initial shortcomings; only three years after the start of the series was it considered mature. It was built until 1962. The body construction company Deutsch in Cologne converted the Isabella into elegant convertibles, which are coveted today.
The boss determined the design of almost all car models down to the last detail. Further models below the Isabella were the Alexander and the Arabella , in the upper class the P 100 . The Arabella suffered in the early days, like many other Borgward models under considerable quality defects that affected the brand image unfavorable. The first wagons of this model had to be reworked in the factory with a total cost of around 1,000,000 DM . Later it turned out that the price of the Arabella was calculated too tightly, every standard model produced brought the company several hundred marks in loss, although the already unattractive price of around DM 5,200 over the roughly equal DKW Junior with around DM 4,800 and the VW Export was at 4,600 DM.
A team of 25 Borgward employees led by Henrich Focke developed the three-seat Focke-Borgward BFK-1 helicopter (pilot and two passengers) in a hall of the Borgward factory in Sebaldsbrück from 1956 . Two prototypes were made, which were airworthy in 1958 and were named Kolibri I and Kolibri II . The latter was equipped with a closed cabin. Borgward expected orders from the newly established Bundeswehr , which, however, showed no interest. Johannes Semler , chairman of the supervisory board of the newly founded Borgward-Werke AG , stopped the project, which had previously cost 4.3 million DM, in February 1961 - no new investor was found for further development and the two hummingbirds ready for series production were brought to the Bremen airport fire brigade as training objects . They were later scrapped. Some parts are exhibited in the helicopter museum in Bückeburg .
From 1950 to 1958 Borgward participated in international motorsport, starting with record drives in Montlhéry . The initiator of this commitment was the racing driver and former engineer and works sports director of Auto Union , August Momberger (1905–1969), who settled in Hude (Oldenburg) after the war and there together with Martin Fleischer, who later became the chief engineer of Goliath , and others Auto Union engineers ran a design office called INKA (Ingenieur-Konstrukteurs-Arbeitsgemeinschaft). The first connection between Borgward and Momberger was the order to develop the two-stroke engine for the Lloyd LP 300 .
Carl FW Borgward, who wanted to build sports racing cars even before the war, shied away from the high costs of motorsport at the beginning of the reconstruction, until August Momberger inspired him to build a record car with the sports convertible's 66 hp twin-gasoline engine on the chassis of the Borgward Hansa 1500 to let. Momberger placed an open, streamlined body on the central tubular frame of the Hansa, which was similar to the pre-war racing car built under his direction by Wanderer for the Liège – Rome – Liège long-distance journey. The body was made by Rudy in Delmenhorst.
The journeys of the Borgward Hansa 1500 type Inka in Montlhéry began on August 18, 1950 and ended with twelve records in the class F up to 1.5 liters displacement; including 172 km / h over 1000 miles. The drivers were August Momberger, Adolf Brudes , Heinz Meier and Karl-Heinz Schäufele.
Racing sports car from Borgward
The successes in Montlhéry were decisive that Borgward took part in sports car races. For the 1952 season, employees of the INKA Group (Momberger had switched to Goliath) developed the Borgward RS racing car with a ladder frame and De Dion rear axle . The engine initially made 80 hp, which could be increased to 102 hp by the beginning of 1953.
At the 1000 km race on the Nürburgring , Karl-Günther Bechem / Theo Helfrich / Adolf Brudes in a Borgward Hansa 1500 RS took third place in the overall classification behind Alberto Ascari / Giuseppe Farina in a Ferrari 375 MM Vignale and Ian Stewart / Roy Salvadori in a Jaguar C- Type. In the same year Borgward started with two racing coupés with aluminum bodies at the 24 Hours of Le Mans . The highlight of the 1953 season for Borgward was to be participation in the Carrera Panamericana rally , in which Brudes had a serious accident with his RS and Hans-Hugo Hartmann was disqualified as the leader in the light sports car class because he slightly exceeded the target time in the last stage exceeded by seven seconds. But this disqualification because of a minor issue brought Borgward a lot of coverage in the press.
Despite constant further development of the racing cars and especially the engines, the successes steadily decreased over the years, so that Borgward decided in mid-1958 to forego racing, although the cars in 1957/58 with drivers like Hans Herrmann and Joakim Bonnier showed an upward trend had revealed. Above all, the costs caused by racing were too high and the advertising effectiveness for a manufacturer that did not offer sports cars was very low.
The RS engine was further developed after Borgward's withdrawal from motorsport and was used for Formula 2 in a Cooper chassis, among other things . In 1963 and 1964 the private German team Borgward-Kuhnke-Lotus registered two Lotus 18s , which were equipped with the Borgward engine, for several Formula 1 races. At that time, however, the engine was already out of date; the team only reached a few finishes.
At the end of 1960 it became known that Borgward could only survive with public-sector loans in the millions. For the motor vehicle business that stagnated in winter, the Borgward Group applied to banks, mainly Bremer Landesbank , for a loan of 30 million DM at the end of 1960 , which was paid out in three monthly installments of ten million DM and for which the Bremen Senate was again to guarantee .
The cause was a lack of liquidity , which became apparent after weak sales of the Lloyd Arabella model and declines in exports, especially to the USA. The company owner had exceeded the possibilities of his company with an almost unprecedented variety of models. He offered a similar number of car models as Daimler-Benz with the acquired Auto Union , without there was the necessary demand for all these vehicles and profitable quantities could not have been produced. Carl F. W. Borgward was regarded as a gifted engineer, but also as a corporate patriarch who refused any advice on corporate strategy. A variety of types, inefficient working methods and difficulties in the export markets led to the company's insolvency a few days before Christmas 1960.
For years the Borgward works suffered from financial and technical mishaps. Company founder Borgward once openly admitted: “Five minutes before I take money, I spend it.” He always hated the financial side of his company. His love belonged to the car tinkering; Constructing and designing was in the foreground for him.
Presumably shaken by the Spiegel cover story “The Handyman”, the public wanted to know details about the situation at Borgward in January 1961. The Senate, which had come under pressure, withdrew its declaration of surety for the last ten million DM of the loan amount and the banks no longer released the funds for February 1961.
On February 4, 1961, one of the most spectacular events in German economic history took place: Carl F. W. Borgward was given the alternative by the Senate of transferring his company to the state of Bremen or going bankrupt immediately . After more than 13 hours of negotiations in the House of the Reich , the seat of the Bremen Senator for Finance, Borgward agreed and handed over his company to the state of Bremen, which wanted to continue running the company as Borgward-Werke AG. The Munich auditor Johannes Semler , a lawyer with a doctorate in law, became chairman of the supervisory board . At the same time, as chairman of the supervisory board of BMW, he carried out restructuring tasks for the competition in Munich and drew up the contract with Borgward. The auditor's neutrality was therefore often questioned in retrospect.
All companies in the Borgward Group together employed around 20,000 people, which corresponded to around 20 percent of the total number of employees in Bremen at the time. On July 28, 1961, Semler and the three managing directors of Borgward, Lloyd and Goliath GmbH filed applications for the opening of settlement proceedings, which were followed six weeks later on September 11, 1961 by subsequent bankruptcy proceedings for Borgward and Goliath, which ended in 1969. The real estate and part of the machine park of the Lloyd-Motoren-Werke on Richard-Dunkel-Strasse in Bremen-Neustadt were taken over by the Siemens group for 29.8 million DM before bankruptcy proceedings were opened , which there (partly with former employees of the Borgward Group) started manufacturing electric motors. On November 25, 1961, the subsequent bankruptcy proceedings were opened for Lloyd. It ended in 1966.
Renovator Semler left the supervisory board of Borgward-Werke AG at the end of August 1961 , according to their press office "at his own request, after the order he was given has been completed". Semler's activity in the Borgward affair, which lasted only eight months, was remunerated to his company Indufina ("Industrie-Beteiligungs- und finanz -GmbH") with 250,000 DM. In relation to 1961, adjusted for inflation, this corresponds to around 570,000 euros in today's currency. The 650,000 inhabitants of the state of Bremen, on the other hand, lost DM 60 million in tax money (around 136,000,000 euros today), which the Senate had thrown into the Borgward pot before it handed over the company to bankruptcy. Every citizen of Bremen lost about 100 DM as a result of the Borgward bankruptcy. The Borgward dealers estimated their direct and indirect losses at a total of over 300 million DM.
In the course of the winding up of the company, it was surprisingly possible to satisfy all creditor claims from the company masses, i.e. all loans were repaid. Therefore, the existence of bankruptcy is denied by critics to this day. Apart from the too large range of models, the causes were the confusing financial system. Carl Borgward himself was not compensated; he was denied access to his former works by the Senate.
The bankruptcy of the Borgward Group, which in 1959 took fifth place among German automobile manufacturers after Volkswagen , Opel , Daimler-Benz and Ford , was a shock in the history of the Federal Republic of Germany for the then still young republic; later it was seen as the beginning of the end of the economic miracle . Until then, it was almost unimaginable in Germany that things could go downhill again after the economic boom of the 1950s . For the history of the city of Bremen in the 20th century, the end of Borgward was the beginning of a whole series of bankruptcies of traditional Bremen businesses, such as AG Weser , Bremer Vulkan , Nordmende , Hansa-Waggonbau and DDG "Hansa" , as well as the loss Thousands of jobs also went hand in hand with the loss of trade taxes .
Employees of the individual Borgward companies from 1948 to 1960
|September 30, 1960||2.010||13,876||4,504||20,381|
|December 31, 1960||1,777||12,683||3,602||18,062|
Carl FW Borgward survived his company by two years, he died in 1963. A group of investors bought the machines and the rights in 1964. Fabrica Nacional de Automoviles built the Borgward P 100 as the 230/230 GL in Mexico from 1967 to 1970 .
The main plant in Sebaldsbrück was taken over by Hanomag in Hanover , which in the following years produced small vans ( Harburg vans ), light trucks and construction machinery there. After the takeover of Hanomag-Henschel by Daimler-Benz , the plant got a new owner again in 1971. a. The Mercedes-Benz T 1 (Bremer Transporter) was built there from 1977 to 1984 - the plant is now part of the Mercedes-Benz Cars division of Daimler AG . The Borgward administration building in Sebaldsbrücker Heerstraße is now on the Atlas Electronics site .
The Borgward truck plant in Osterholz-Scharmbeck was taken over by Büssing AG in Braunschweig in 1962 . With a Borgward license, around 165 vehicles Borgward B 2000 A / O 0.75 daily Kübel (four-wheel drive with gasoline engine ) with the Büssing lion in the radiator grille were built there for the Federal Border Guard until 1968 . The plant was sold to Faun in 1969 and today (2013) produces waste collection vehicles and sweepers as FAUN Umwelttechnik GmbH & Co. KG .
Architecture of the buildings in Bremen
The most important architect of the Borgward factory building was Rudolf Lodders . The Borgward administration building on Sebaldsbrücker Heerstraße, the Goliath building on Hastedter Osterdeich 222 and the Lloyd administration building on Richard-Dunkel-Straße are industrial buildings that are still standing.
Revival of the Borgward brand in 2015
Since 2005 Christian Borgward, the grandson of Carl FW Borgwards, worked together with his partner Karlheinz L. Knöss on the return of the Borgward brand for automobiles. Borgward AG was founded in Switzerland in 2008 and Borgward Group AG in Stuttgart in 2015 . The Chinese company Beiqi Foton Motor bought the trademark rights to Borgward . The Borgward BX7 and other models were presented in 2015, 2016 and 2017.
The following car models were built under the name Borgward :
- Borgward 2000 (1938-1939)
- Borgward 2300 (1939-1942)
- Borgward Hansa 1500 (1949–1952)
- Borgward Hansa 1800 (1952–1954, largely identical to the 1500)
- Borgward Hansa 1800 D (1953–1954, diesel version of the 1800)
- Borgward Hansa 2400 (1952–1958, initially planned as 1800, then renamed before publication)
- Borgward Isabella (1954–1961, successor to 1500, initially planned under this name)
- Borgward P 100 (1959–1961)
- Borgward 230 (1967-1970) in Mexico
- Borgward Arabella (1959–1961, afterwards over 1000 vehicles were made from spare parts until 1963)
While the cars from Borgward, Lloyd, Goliath and Hansa can still be seen at many classic car meetings today, Borgward's role as a commercial vehicle manufacturer is less well known. Even after the war Borgward became a major producer of vans and trucks. In addition to classic hood vehicles and modern were 1957-1961 Frontlenker produced. The diesel engines used for propulsion came from our own production. Three- and four-wheeled vans, which were sold under the name Goliath, also proved to be bestsellers. Borgward continued to manufacture military vehicles after World War II. The Borgward B 2000 A / O, which from 1956 was a nine-seater Kübelwagen, was part of the vehicle's original equipment for the Bundeswehr , in particular , became known.
From 1953, five railcars replaced the steam locomotives of the Sylt Inselbahn . The railcars consisted of semitrailer tractors that Borgward had converted for rail operation on the meter-gauge route, and semitrailers and trailers for passenger transport that were built by the Sylter Verkehrsgesellschaft in Westerland. The light railcars were in use on Sylt until the end of 1970 .
The following truck models were manufactured:
- Borgward B 1000
- Borgward B 1250
- Borgward B 1500 / B 511
- Borgward B 1500F / B 611 (front control arms )
- Borgward B 2000
- Borgward B 2500 / B 522
- Borgward B 622 (forward control)
- Borgward B 3000
- Borgward B 4000 / B 533 / B 544
- Borgward B 4500 / B 555
- Borgward B 655 (front control)
Borgward B 1500 F / D as a furniture van (1958)
Borgward truck chassis were also used by other manufacturers to build buses . From 1949 Borgward also offered its own buses. Well known is the B 2500 front control bus from the body builder Ottenbacher, for which Borgward itself offered the front control chassis after some body builders converted the chassis themselves on previous models to create more space in the interior.
The following buses were produced:
- Borgward B 1250 (Bus 1) (1949–1952)
- Borgward B 1500 (Bus 10), (from 1952/1953)
- Borgward B 2000, e.g. B. with Ludewig Aero body (from 1951)
- Borgward B 2500, e.g. B. with Thiele body (from 1954)
- Borgward B 2500 F (front control) z. B. with Ottenbacher body (1954–1959)
- Borgward B 3000 (from 1949)
- Borgward BO 4000 (from 1951)
- Borgward BO 4500 (from 1952)
- Borgward BO 611 (front control bus) (from 1959)
|Timeline of the Hansa-Lloyd, Hansa , Goliath and Borgward models from 1919 to 1945|
Hansa-Lloyd Werke AG and Fahrzeugwerke Borgward & Co.
and from 1928 Goliath-Werke Borgward & Co. as two companies
Hansa-Lloyd and Goliath-Werke Borgward & Tecklenborg oHG
from 1936: Hansa-Lloyd and Goliath-Werke AG
Hansa-Lloyd-Goliath works Carl F. W. Borgward and Carl F. W. Borgward, automobile and engine works
with Carl Borgward as sole owner
|Middle class||Type p||1100 / 1700|
|Upper class||Matador||Consul / luxury||senator||3500|
|Type A 6||Type A 8|
|Delivery vans / vans / minibuses||3-wheeled||Lightning carts|
|Rapid / Standard||F 200 & F 400||
|Trucks and buses||1 - 3 t payload||Superior||express||express||L 1400/1 t|
|Express (L 1.5)||Columbus||Columbus||L 2000|
|Bremen I & II (SL 1.5)||III||IV|
|2 - 4 t payload||Europe I & II (SL 2)||III||IV||Europe V|
|3t||Type 3t GW||B 3000|
|3 - 5 t payload||Mercury (L III)||II||III||IV||4.5 - 5 t||5 t|
|Timeline of Borgward , Lloyd , Goliath and Hansa models from 1947 to 1963|
|Type||Foundation of three individual companies (Borgward, Lloyd, Goliath)||Bundling in Borgward Holding||insolvency|
|Small car||Lloyd 250|
|Lloyd 300||Lloyd 400|
|Lloyd 600 / Lloyd Alexander|
|Lower middle class||Lloyd Arabella|
|Borgward Arabella de Luxe|
|Goliath GP 700||Goliath GP 900||Goliath GP 1100||Hansa 1100|
|Middle class||Borgward Hansa 1500||Borgward Hansa 1800||Borgward Isabella|
|Upper class||Borgward Hansa 2400 Sport|
|Borgward Hansa 2400 Pullman||Borgward P 100|
|Sports car||Goliath GP 700 E.||Borgward Isabella Coupe|
|Off-road vehicle||Goliath type 31||Goliath hunting car type 34|
|Borgward B 2000 A / O Kübelwagen||of Bussing built further|
|Delivery vans / vans||3-wheeled||Goliath GD 750||Goliath Goli|
|4-wheeled||Lloyd LT 500||Lloyd LT 600|
|Goliath GV 800||Goliath Express|
|Truck / minibus||1–2 t payload||Borgward B 1000||Borgward B 1250||Borgward B 1500||Borgward B 1500||Borgward B511|
|Borgward B 1500 F.||Borgward B611|
|2–3 t payload||Borgward B 2000|
|Borgward B 2500||Borgward B 522|
|Borgward B 2500 F (chassis for buses)||Borgward B 622|
|3–6 t payload||Borgward B 3000||Borgward B 4000||Borgward B 533|
|Borgward B 544|
|Borgward B 4500||Borgward B 555|
|Borgward group until bankruptcy in 1961|
|Brand / company||1900s||1910s||1920s||1930s||1940s||1950s||1960s|
|Borgward||Bremer Kühlerfabrik Borgward & Co||Fahrzeugwerke Borgward & Co.
"Goliath" as a brand
Borgward & Co.
Borgward & Tecklenborg
|Hansa-Lloyd-Goliath Werke AG||Carl FW Borgward||Carl FW Borgward GmbH||Dr. Carl F. W. Borgward Holding|
"Goliath" and "Hansa" as brands
|Dr. Carl F. W. Borgward Holding|
|Hansa||Hansa Automobil Gesellschaft||Hansa-Lloyd AG||Cooperation in the Association of German Automobile Manufacturers (GDA)||
Borgward and Tecklenborg
|Lloyd||Norddeutsche Automobil und Motoren AG (NAMAG),
"Lloyd" as a brand
|Lloyd Maschinenfabrik GmbH||Lloyd Motoren Werke GmbH|
|NAG||AAG||New Automobile GmbH||National Automobile Corporation||Cooperation in the Association of German Automobile Manufacturers (GDA)||
to Büssing AG
Special literature on company history
- Wolfram Block: World tour with 19 HP - In Lloyd on a long journey 1st edition. edition garage 2cv, Lüdenscheid 2006, ISBN 3-9809082-3-2 .
- Klaus Brandhuber: Borgward Automobil-Werke: Construction, economic miracle and bankruptcy - background and details . Verlag Peter Kurz, Bremen 2012, ISBN 978-3-927485-73-0 .
- Heinz Flieger: The way to Isabella. A history of the Borgward Group (= German Economic Biographies, Volume 1). Publishing house for German economic biographies, Düsseldorf 1959.
- Harald Focke: Borgwards helicopter - Kolibri, the car of the skies . Carl B. - Car history (s), Volume 4. Verlag Peter Kurz, Bremen 2014, ISBN 978-3-927485-84-6 .
- Birgid Hanke : Carl FW Borgward - entrepreneur and car designer . Delius-Klasing, Bielefeld 2010, ISBN 978-3-7688-3145-1 .
- Engelbert Hartwig: Did Isabella Have to Die? - The tragedy of the Borgward group. Verlag Peter Kurz, Bremen 2003, ISBN 3-927485-29-2 .
- Ulf Kaack : Borgward - The Compendium . GeraMond-Verlag 2012, ISBN 978-3-86245-667-3 .
- Ulf Kaack: Borgward: Sayings, wisdom and anecdotes . Verlag Peter Kurz, Bremen 2012, ISBN 978-3-927485-82-2 .
- Ulrich Kubisch (Ed.): Borgward - A look back at the economic miracle, everyday work and a car myth. Elefanten-Press, Berlin 1984, ISBN 3-88520-121-6 .
- Winfried Kück: Borgwards Homecoming - A Hansa 2400 is coming back - Carl B. - Car history (s) Volume 3. Verlag Peter Kurz, Bremen 2012, ISBN 978-3-927485-83-9 .
- Peter Kurz : On Borgward's footsteps in Hastedt - Carl B. - Auto history (s) Volume 1. Verlag Peter Kurz, Bremen 2012, ISBN 978-3-927485-81-5 .
- Peter Kurz: Drive better, drive Borgward 1959 Borgward Chronicle. Verlag Peter Kurz, Bremen 2010, ISBN 978-3-927485-54-9 .
- Peter Kurz: Drive better, drive Borgward 1958 Borgward Chronicle. Verlag Peter Kurz, Bremen 2014, ISBN 978-3-927485-58-7 .
- Peter Kurz: Drive better, drive Borgward 1957 Borgward Chronicle. Verlag Peter Kurz, Bremen 2016, ISBN 978-3-927485-57-0 .
- Peter Kurz: Drive better, drive Borgward 1956 Borgward Chronicle. Verlag Peter Kurz, Bremen 2018, ISBN 978-3-927485-56-3 .
- Peter Kurz: Borgward Isabella - From the drawing board to the roll-out, Verlag Peter Kurz, Bremen 2020, ISBN 978-3-927485-08-2 .
- Peter Kurz: Carl FW Borgward Automobilwerke - Economic miracle on a large scale. Verlag Peter Kurz, Bremen 2003, ISBN 978-3-927485-23-5 .
- Peter Kurz: Strictly speaking: Borgward P100 - Development - Technology - Data - Volume 1. Verlag Peter Kurz, Bremen 2012, ISBN 978-3-927485-71-6
- Peter Kurz: Lloyd Werk · Industrial Park · Garages - 1941 until today. Verlag Peter Kurz, Bremen 2015, ISBN 978-3-927485-07-5 .
- Peter Kurz: Searching for clues: Autoindustrie Bremen - Borgward - Goliath - Lloyd . Verlag Peter Kurz, Bremen 2007, ISBN 978-3-927485-26-6 .
- Peter Kurz: Delivery vans and trucks from Bremen - commercial vehicles from Borgward, Goliath, Lloyd, Hanomag and Mercedes . Verlag Peter Kurz, Bremen 2007, ISBN 978-3-927485-26-6 .
- Kurz, Neumann: 100 years of automobile manufacturing in Bremen - the Hansa-Lloyd and Borgward era - 1906 to 1961 . Verlag Peter Kurz, Bremen 2007, ISBN 978-3-927485-51-8 .
- Peter Kurz: Prototypes and small series vehicles from the Borgward, Goliath and Lloyd plants . Verlag Peter Kurz, Bremen 2008, ISBN 978-3-927485-53-2 .
- Peter Kurz: Borgward type customer Goliath and Lloyd . Delius-Klasing, Bielefeld 2009, ISBN 978-3-7688-2599-3 .
- Harro Neumann: North German automobile pioneers - The story of Hansa and Hansa-Lloyd . Verlag HM Hauschild, Bremen 2005, ISBN 3-89757-239-7 .
- Martin-Paul Roland: Borgward Automobile 1949–1961 . Schrader, Stuttgart 2001, ISBN 3-613-87215-3 .
- Georg Schmidt: Carl FW Borgward and his cars . Motorbuch-Verlag, Stuttgart 1979 ff. (Several editions), ISBN 3-87943-679-7 .
- Georg Schmidt: Kaisen and Borgward - How two Hamburgers became famous Bremen residents . Döll-Verlag , Bremen 1997, ISBN 3-88808-233-1 .
- Heinrich Völker: The way to Borgward Isabella - unknown from the test department . Verlag Peter Kurz, Bremen 2003, ISBN 978-3-927485-27-3 .
- Heinrich Völker: Racing sports car from Borgward Werke - Silver Arrows from Bremen . Verlag Peter Kurz, Bremen 2005, ISBN 978-3-927485-43-3 .
- Walter drafter : Borgward trucks 1947–61 . Schrader Automobil-Bücher, Munich 1987, ISBN 3-922617-23-9 .
- Borgward - Goliath - Lloyd, passenger car 1931–1970, type compass . Motorbuch-Verlag, Stuttgart 1999, ISBN 3-613-01946-9 .
Literature on individual vehicle types
- The new 1.5-liter car Hansa 1500 (Isabella). In: Motor Vehicle Technology 7/1955, pp. 243–244.
- Andreas A. Berse: Borgward is alive. Risen from intrigue. An automobile novel . Delius Klasing, Bielefeld 2006, ISBN 3-7688-1827-6 .
- Werner Oswald : German Cars, Volume 4, 1945–1990, Audi, BMW, Mercedes, Porsche and others . 1st edition. Motorbuch-Verlag, Stuttgart 2001, ISBN 3-613-02131-5 .
- Werner Oswald: German trucks and delivery vehicles, Volume 2, 1945-1969 . 3. Edition. Motorbuch-Verlag, Stuttgart 2004, ISBN 3-613-01197-2 .
- Borgward: The hobbyist . In: Der Spiegel . No. 51 , 1960, p. 52-66 ( online ).
- Literature on the subject of Borgward in the catalog of the German National Library
- Early documents and newspaper articles on Borgward in the 20th century press kit of the ZBW - Leibniz Information Center for Economics .
- Virtual Borgward Museum
- Preserved buildings of the Borgward Group in Bremen ( Memento from February 11, 2013 in the web archive archive.today )
- Borgward Collection ( Memento from March 1, 2018 in the Internet Archive ) (formerly Kröll Collection), Bremen
- Borgward Interest Group Germany
- Borgward interest group Switzerland
- Borgward Register
- At the beginning of 1961, Carl FW Borgward GmbH was converted into Borgward-Werke AG after being taken over by the State of Bremen.
- Goliath Veterans Club, Der Blitzkarren, with photo
- This amount was determined using the inflation template and rounded to 10,000 EUR.
- Christian Steiger: Type compass Borgward - Goliath - Lloyd, passenger car 1931-1970 . 1st edition. Motorbuch, Stuttgart 1999, ISBN 3-613-01946-9 , p. 11 .
- Carl Borgward company - Ottersberg external works on religte.com
- Marc Buggeln: Bremen Sebaldsbrück (Borg Ward) , p 386. In: Wolfgang Benz , Barbara Distel (ed.): The place of terror . History of the National Socialist Concentration Camps . 9 volumes (published until 2008: 8 volumes). CH Beck, Munich 2005. ISBN 978-3-406-52960-3 (i. Dr .; table of contents ); Vol. 5: Hinzert, Auschwitz, Neuengamme. ISBN 978-3-406-52965-8
- The Mercedes-Benz W 138 was with the record diesel Hanomag the first diesel car in the world (manufactured until 1940). See also Mercedes-Benz OM 615 / OM 616 / OM 621
- Groundbreaking innovations: Carl FW Borgward not only switches quickly, but automatically , to OTS from September 30, 2015, accessed on September 30, 2015
- Borgward Kolibri 1958. aviastar.org, accessed on November 1, 2013 (type: BFK-1 V-1, year of construction: 1958, empty weight: 830 kg, departure weight: 1200 kg, length: 8.62 m, rotor: 9.4 m, engine: Lycoming VO-435-A1B, power: 191 kW (260 PS; 0.2 / kg), speed: 140 km / h).
- 100 years of vertical flight: Focke-Borgward "Kolibri I". In: one day . Retrieved June 29, 2019 .
- Bückeburg helicopter museum: Focke-Borgward BFK-1 Kolibri. helicoptermuseum.de, accessed on November 1, 2013 .
- The Borgward affair - "Isabella had to die" . In: Stern . No. 45 , November 5, 1961, ISSN 0039-1239 , pp. 20-29 .
- Borgward: The hobbyist . In: Der Spiegel . No. 51 , 1960, p. 52-66 ( online ).
- Georg Schmidt: Borgward . Motorbuch, Stuttgart 1986, ISBN 3-87943-679-7 .
- Klaus Brandhuber: The insolvency of a family company: The economic decline of the Borgward group . Müller Botermann, Cologne 1988, ISBN 3-924361-50-9 , p. 344 ff .
- Bremen also lives without Borgward . In: The time . No. 9 , February 25, 1966, ISSN 0044-2070 ( Zeit online [accessed November 1, 2013]).
- Bankrupt with Borgward . In: Der Spiegel . No. 50 , 1961, pp. 33-34 ( online ).
- Letter from Semler to the Senator for Finance, State Archives Bremen, January 30, 1961
- Wigbert Gerling: Ex-Chamber of Commerce President Peper buys former Siemens location: large property is revived. In: Weser courier . April 28, 2014, accessed June 29, 2019 .
- Island Railway. sylt-2000.de, accessed on November 1, 2013 .
- Borgward Trucks. borgward.nl, accessed on November 1, 2013 .
- Carl FW Borgward GmbH. omnibusarchiv.de, June 21, 2006, accessed on November 1, 2013 .
- buses from Borgward. myntransportblog.com, October 30, 2013, accessed June 29, 2019 .
- Omnibus database. omnibusarchiv.de, accessed on November 1, 2013 .
- Jürgen Hinrichs: Dusty Treasures: Borgward in Hidden. In: Weser courier. March 27, 2016, accessed June 29, 2019 .