Hansa Matador
| Hansa | |
|---|---|
| Image does not exist |
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| Consul / luxury matador / senator |
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| Production period: | 1930-1933 |
| Class : | Middle class |
| Body versions : | Limousine , cabriolet |
| Engines: |
Petrol engines : 2.1–3.3 liters (29–48 kW) |
| Length: | |
| Width: | |
| Height: | |
| Wheelbase : | 2950-3275 mm |
| Empty weight : | 1290-1450 kg |
| successor | Hansa 1700 |
The Hansa Matador 10/50 PS is a mid -range vehicle from the Hansa-Lloyd and Goliath works in Borgward & Tecklenborg in Bremen-Hastedt . After a year it was replaced by the Hansa Konsul 10/50 PS and Hansa Luxus 10/50 PS models . In the same year the smaller model Hansa Konsul 8/40 PS and the larger model Hansa Konsul 13/50 PS appeared . Another year later, the Hansa Senator 13/65 PS replaced all previous models of this type.
history
Carl Friedrich Wilhelm Borgward and Wilhelm Tecklenborg took over the ailing Hansa-Werke in 1930/1931 and had to replace the unsaleable upper-class models with smaller models. Borgward constructed modern designed mid-range cars with four- and six-cylinder engines of different sizes, some of which were manufactured by the Hansa-Lloyd works themselves, some of which were supplied by Continental Motors from the USA.
In 1930 the Hansa Matador appeared, built until 1931 and replaced in the same year by the Konsul and Luxus models. All three models were equipped with the six-cylinder Continental engine. In 1931 two Konsul models with four-cylinder engines from Hansa-Lloyd appeared, which were built until 1932. All these models were replaced by the Hansa Senator, which was offered by Hansa-Lloyd from 1932 with a six-cylinder engine.
Production of the Hansa Senator also ended in 1933. None of the six models sold any significant numbers. The successor was the smaller and completely redesigned Hansa 1700 .
Engine, transmission and chassis
The US-based engine manufacturer Continental supplied the engines for the Matador, Konsul and Luxus models. It was a six-cylinder in-line engine with 2577 cm³ displacement , which made 37 kW (50 hp) at 3500-3600 / min. The bore was 69.5 mm with a stroke of 114 mm. The side-mounted valves were operated by a camshaft driven by spur gears below ( SV valve control ).
The four-cylinder in-line engine of the Hansa Konsul 8/40 PS with a displacement of 2098 cm³ with a bore of 75.9 mm and a stroke of 118 mm made 40 PS (29 kW) at 3000 / min. The also four-cylinder engine of the model Konsul 13/50 PS had a displacement of 3552 cm³ (bore × stroke = 94 mm × 118 mm) and, like its predecessor from Continental, made 50 PS (37 kW), but like the smaller version - already at 3000 rpm. These engines also had side-mounted valves.
The six-cylinder in-line engine from Hansa-Lloyd that drove the Hansa Senator had a displacement of 3300 cm³ and developed 65 hp (48 kW) and, like the other engines in this series, had side-mounted valves.
The top speed of the models Matador, Konsul 10/50 PS, Luxus and Konsul 13/50 PS was 90 km / h, while the Konsul 8/40 PS only reached 80 km / h. The top model Senator was up to 100 km / h fast.
The six-cylinder models had four-speed transmissions, the four-cylinder models had three-speed transmissions. All transmissions were unsynchronized with middle shift (stick shift). The rear wheels were driven.
Only the Matador model built first had a pendulum swing axle with a transverse leaf spring at the rear . The front axle of the Matador and both axles of all other models were rigid axles that were suspended on semi-elliptical longitudinal leaf springs. In all models, the brakes on the four wheels were operated hydraulically; the handbrake worked on the cardan shaft. The bearings and joints were supplied with grease via grease nipples .
Bodies
All types were available as four-door sedans and two-door, two-seat convertibles ; the doors of the four-door cars were hinged on the A and C pillars (i.e. the front doors at the front and the rear doors at the rear), those of the convertibles were hinged at the front. All Konsul models also had 2 + 2-seater convertibles. All bodies had a vertical radiator grille between the individually standing headlights, which stood on an upwardly curved crossbar in front of the radiator grille. The front fenders were pulled back with a swing; they ended at the A-pillars, the rear ones were rounded.
Individual evidence
- ↑ a b c d e f g h i j k Werner Oswald : German cars 1920–1945 . Motorbuch Verlag, Stuttgart 1996. 10th edition. ISBN 3-87943-519-7 . P. 149.
- ↑ Werner Oswald: German Cars 1920–1945 . Motorbuch Verlag, Stuttgart 1996. 10th edition. ISBN 3-87943-519-7 . Pp. 148-149.
- ↑ Werner Oswald: German Cars 1920–1945 . Motorbuch Verlag, Stuttgart 1996. 10th edition. ISBN 3-87943-519-7 . P. 148.
