Fabryka Samochodów Ciężarowych
| Fabryka Samochodów Ciężarowych | |
|---|---|
| legal form | most recently Sp. z oo |
| founding | 1950 |
| resolution | 2012 |
| Reason for dissolution | Bankruptcy, breaking up of parts of the company for several buyers |
| Seat | Lublin |
| Branch | Automotive industry |
Fabryka Samochodów Ciężarowych w Lublinie (literally: "Factory for trucks in Lublin" , short FSC Lublin , since 2012 short name Polish Fabryka Samochodów Honker - car factory Honker) was from 1950 to 2007 a Polish manufacturer of commercial vehicles, mainly trucks, vehicles for agriculture and Special vehicles in Lublin and one of the largest automobile manufacturers in the country. The Honker 4x4 has been manufactured since 1998 as the successor to the Tarpan, which is also used by the Polish military. FSC is one of several manufacturers who have built different models of the honker . In addition to off-road vehicles, the company also produces small vans up to 3.5 t under the name HONKER Cargo. Today's HONKER 4x4 and HONKER Cargo meet the EURO 5 emission standards and are approved throughout the EU.
In 2008, the remaining parts of the company were spun off into a plant for the production of auto parts and the divisions relevant to Honker were sold to DZT Tymińscy . Parts of the company had previously been outsourced. The work in its original form was extinguished.
history
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At the unification congress of the Polish Socialist Party (PPS) and the Polish Workers 'Party (PPR) to the Polish United Workers' Party (PVAP) in 1948, under pressure from Stalin to push ahead with the hesitant restructuring of the economy and the forced development of heavy industry , the decision made by Lilpop , Rau i Loewenstein begun and partly destroyed in the war to complete the factory and to manufacture around 10,000 engines and other drive, steering and clutch systems for Polish needs. The production facility, which was modern for the time, was completed under a Soviet license. Production started on November 7, 1951 under the control of the Soviet Union, the 34th anniversary of the October Revolution .
Initially, the M-20 Pobeda engines were manufactured for the manufacturer FSO Warszawa , as well as 2.8 t transport vehicles (open flatbed truck with superstructure, model Lublin-51 , license replica of the GAZ-51 ), which were equipped with diesel engines or wood gasifiers for taxi operation were. At that time there was still a need for private collective taxis or public minibus transport in Poland due to the lack of functioning local public transport. Up to 1958, 17,840 gasoline-powered vehicles were manufactured under license, after which, by July 22, 1952, the company gradually switched to manufacturing all the parts for the body itself. The construction of further production facilities followed until the production of tires and rims was finally started in a new factory hall in 1959. In 1973 the productive assets were estimated at 3 billion zlotys.
After an unsuccessful marketing of the Lublin-51 in the Eastern Bloc countries , production of the vehicles of the FSC Żuk model series (2.5 t to 3.5 t) began in 1959 . The main engineers at the Zuk Lublin plant at that time were Stanislaw Tanski and Aloysia Skwarek. Until 1976 they constructed vehicles with the engines SV M-20 and OHV S-21 . In the 1960s the armored personnel carrier OT-64 SKOT was also produced for the military. Vehicles of the Żuk brand were successfully exported abroad, in addition to the socialist countries, in some cases to Arab countries, for example to Egypt. Parts and assemblies were delivered to cooperative vehicle factories in Warsaw , Starachowice and Bielsko-Biała . From 1973 agricultural vehicles, including all-terrain vehicles, were produced under license from FSR Tarpan in Poznan. In 1975 the Lublin plant received the Order of Labor from the First Secretary of the PZPR Edward Gierek for the “Modernization of the National Economy” and in subsequent years awards from a total of five Polish Prime Ministers. The plant could not decouple itself economically from the economic decline of the national economy, a comprehensive and adequate renewal of the production facilities could not take place for economic reasons.
Modern history in the post-socialist era
In the years since 1993, self-developed models and the following car models have been built within the framework of various joint ventures and other investments:
- Peugeot
In 1993, a joint venture company was formed with Peugeot, which built the Peugeot 405 model from 1993 to 1995 (number of units: 3802 for the Polish market). Then the state company was sold to Daewoo . Another source confirms the production of the Peugeot 405 from 1993 to 1995.
- Daewoo
In 1995 the majority of the shares were taken over by the Korean company Daewoo Motor Polska Sp. Z oo , which has operated under the name Daewoo Motor Polska ever since . The British company LDV held further shares . The Nexia (until 1998), Musso and Korando (until around 2000 or 2001) models were assembled here until 1998 ; in 2001 the company was insolvent. Together with a British design agency, work began on the successor to Lublin-III (see vehicles below), of which a prototype LD 100 appeared, later presented to the public as the LDV Maxus.
- Andoria
In the years 2002 to 2003 the engine manufacturer Andoria SA, today Andoria-Mot Sp. Z oo, took over the bankruptcy estate and sold it shortly afterwards to the British-Russian consortium International Truck Alliance , whereupon Intrall Polska was founded.
- Lublin
As a direct successor to earlier FSC models, the Lublin, Lublin-II and Lublin-III models were produced from October 1993 to 2007 after the factory was taken over by Daewoo Motor Polska .
- Intrall
After the collapse of Polish Daewoo on the Polish market in 2001, the leasing company Andoria Motors took over the plant. The fully developed construction plans of the Maxus had to be sold to repay debt. From 2003 to 2007 the company was called Intrall Poland Sp. Zoo and belonged to the Russian-English group Intrall. After the takeover by Daewoo Motor Polska in 2003, the plant was developed by Polish and Russian engineers; the prototype was presented under the Intrall Poland brand in September 2006; Production started in the 2nd quarter of 2007, but only ran for a few weeks. a. due to non-compliance with the Euro 4 emissions standard and the resulting insolvency (2007); the manufacturer is currently still looking for new investors.
In 2007 around 500 people worked at FSC. The models Lublin-II and -III were produced. The Zuk Lubo (bus and van) continued to be developed, but was no longer to appear. On October 15, 2007, the district court declared INTRALL Poland bankrupt.
- Honker
Two successor companies could be established from the bankruptcy estate. An auto parts production company was outsourced, supplying tires and rims for Fiat Auto Poland and other manufacturers. From April 2008, the production of the Honker and Lublin models was prepared.
The current successor company was created in 2008/2009 from the bankruptcy estate of Intrall, when the production facility was bought by the Polish company DZT Tymińscy . Since 2012 it has been operating under the name Fabryka Samochodów HONKER Sp. Z oo. Since then, it has been producing off-road vehicles and vans under the management of Zbigniew Tymiński.
literature
- to FSC Lublin
- A. Kierk: Dzieje Lubelszczyzny. Volume 2, Warsaw 1979. (History of Lublin)
- Stanisław Szelichowski: Sto lat polskiej motoryzacji. Publisher: Krakowska Oficyna SAB. Krakow 2003, ISBN 83-918699-0-3 . (One hundred years of Polish automobiles)
- to intrall
- Intrall. Samochody Świata, 2007, p. 220.
- to Honker
- Tomasz Szczerbicki: Honker. In: Armia. No. 3/2008, pp. 83-90.
Web links
Individual evidence
- ↑ a b Marek Brzeżański, Robert Jabłoński: Cars of the World. 2008 · 2009. Moto Media Print, Nowy Dwór Mazowiecki 2008, ISBN 9788361604129 , p. 357.
- ↑ History of the company (accessed March 22, 2013).
- ↑ Article on the purchase of the bankruptcy estate by DZT Tymińscy Sp. J. (accessed on March 22, 2013).