Taunus 12M P4. German model with American design history.

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Purchasing classics there

In September 1962, Ford Germany's first front-wheel drive car had its market premiere. The Taunus 12M P4 is the fourth post-war model produced by the German branch of the American concern. The development of the model did not take place in Germany in the years before the market debut. That happens in the United States. Or more specifically: in Dearborn.

Destined to be an American competitor to the Volkswagen 1200, Detroit designs the Cardinal. Later this will be done in close cooperation with the German Ford branch. Cologne wants to launch a successor for the P1 models. A proposal was sent to Dearborn, but it was later rejected. The Cardinal is being labeled as Ford's new world car. When the model conceived under the direction of Robert Mc Namara is almost ready for production, it appears that a new market analysis by Ford in advance does not offer the desired outcome. The Cardinal is fortunately ready for series, but the last refinements have to be applied with steam and boiling water in Germany, so that the Taunus 12M P4 is completely ready to succeed the old Taunus in September 1962. That is urgently needed, because the Meisterstück class is due for renewal. It is forced to pick up the American concept on its own, refine it and make the Cardinal project a success in Europe.

Thrown into the lap

The Taunus 12M P4, the small Falcon variant for Europe, is equipped with the water-cooled 60 degree V4 engine of 1183 cc, which delivers 40 HP of power and has been greatly improved. In order to guarantee a vibration-free operation, Ford will install a balance shaft in the block during the test phase, which will later also serve as a basis for fitting into various models of Ford and other European brands. The centrally placed camshaft is driven by gears, and the compact construction makes that the other moving parts in the engine are also quite easy. on distribution can be connected.

Motor and body surface extensions

The Taunus 12M P4, which was initially available as a two- and four-door, was expanded in 1963 with a beautiful coupé and a practical combination car. Meanwhile, Ford has also added two 1.5 V4 variants to the list. It concerns the 50 PK and 55 PK variant, the latter being united with the more luxurious 12 M TS, which not only gets a faster power source, but also two separate front seats, carpeting and a more luxurious finish. That engine is replaced in 1964 by an even stronger variant: the 65 HP, which also finds its way back into the Touren Sport (TS). Furthermore, in the final phase of the P4 production, Ford will bring a coupé variant with 50 hp. Also special are the convertible versions from Deutsch that are built on the basis of the Taunus 12M P4.

Suspension and evolution

The chassis is fairly conventional, with the front wheel suspension (triangles below, leaf springs above) forming a whole with the drivetrain in the early years. Leaf springs and a rigid rear axle are placed at the rear. Over the years, the suspension is refined, which improves the handling. The Ford has very comfortable suspension, and to neutralize that, the rear suspension is reinforced. Furthermore, the rear stabilizer is omitted and the front leaf springs are fixed more firmly. Finally, sturdier shock absorbers are mounted.

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Style attributes saved

The Taunus 12M P4 models are nicely updated. And in 1965, front disc brakes become standard. What remains are its typical style features. To name a few examples: the tapering forward ornament on the flanks and the teardrop-shaped rear lights give the Taunus 12M P4 a permanent identity. The single dry-disc clutch and control circuit are also typical features, as is the modern heating/ventilation system.

Important for Ford Germany

The Taunus 12 M P4 fulfills an important role for Ford Germany, which after a while will also build this model in Genk. In August 1966, the P4 is replaced by the P6, which has similarities and technical similarities. The P4 may retire after a production of 680.274 copies.

All images used are copyrighted by Ford.

Also read:
- Taunus 12m
- Ford Germany, the Taunus
- Taunus 12m and 15m Weltkugel. The love of Dimitri Corveleijn
- Taunus 12M P4
- The Ford Taunus from Janneke

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14 comments

  1. I have 3, a coupé for over 40 years (got from my grandfather), a rare box van and a 4-door. If you have the cooling system in order, they are problem-free cars.

  2. My first car was a 2nd hand Ford Taunus 12 M coupe from the first half of 1966 (19-36-AT) I got it with 20.000 KM and 2 years old but unfortunately from an old man who had driven with a slipping clutch. At 23.000 so new clutch plates in it. Because I was then young and unfortunately impetuous with cars (with cold engine full speed ahead and on the highways always planks) the engine gave up after 3 years and 75.000 KM. Had an overhaul carried out, but unfortunately at 90.000 KM a motorist in ALkmaar didn't look out from the left and found me at the T intersection exactly behind my backrest at 40 Km per hour. The reason he didn't see me was that he was looking at street signs. Nowadays they do that in the advertising blocks to ceilings. Anyway, Total-Loss and then bought an Audi 90 Super from 1970 with 6.000 Km on the clock, but that will be a different story in due course when AKM describes that car.

  3. I've had two, the first I bought with a broken engine. I went to the demolition of the caravan camp I asked for an engine for my 12M, the man said there is still a very good engine in that station wagon.
    He must have bought 150 guilders for it and I drove it from Bergen op Zoom to Moerdijk for two years and this without any problems.
    Once the rear axle fell due to too much loading, then I had the main slats made without curl and built between the existing package on the advice of a Ford mechanic.
    In Bergen op Zoom you still had blacksmith Verhoeven.
    Mighty car, much better than the three Simca 1000 I've had.
    And at the end of its life, the engine turned over in another 12M and the rear axle used for a trailer like so many others.

  4. Don't forget to mention that the rear axle of the P4 was extremely suitable for making a trailer! I can still see them driving (Easy to recognize by their hubcap).
    As a result, the P4 still lives on, albeit a bit unrecognizable.

  5. The P4 didn't have a fan against the radiator, but a nice solution for the engine running hot: you turned on the heating, and there was a valve that sent that heat out….

  6. My father was interested in this car and went to the Ford (Central Autobedrijf) in The Hague. He asked the seller what the main differences were between this Ford and the Cortina. The seller replied that there were in fact no differences, they were the same cars. And that while the Cortina was rear-wheel drive. My old man was so disillusioned with the advisory role of this sales specialist that he walked away and decided to go and look at a Beetle on the spot. It became that… Car salesmen!

  7. This was the first model to be manufactured in Zutendaal in Belgium in an old army barracks because the factory in Genk was not yet completely ready. The factory in Genk was part of Ford Cologne.

  8. In 1982 there was someone in my class who had received this model from his deceased grandfather.
    This Taunus was then 20 years old.
    He often talked about the quests he had to undertake (back then, in 1982) to get the most necessary wear parts.
    This is now 40 years ago.
    No wonder you don't see them driving anywhere anymore.

    • A friend of mine has (probably) the oldest 12M P4 in the Netherlands in the cheapest version. Every now and then I get to drive the car and I have to say that it doesn't go wrong for a car from 1962. Simple technology, which you can still tinker with yourself.

  9. Isn't such a Ford much more spacious (and better) than a Beetle? Or were they comparable in price? Incomprehensible that the Beetle was so popular.

    • It is now also incomprehensible that VAG cars are so popular with their engines with a short average life.
      The power of advertising perhaps?

      • I'm so negative today...
        The Taunus was in any case a much better choice than the beetle, in terms of mechanics, perhaps not in terms of rust, the beetles were good at that until the early 60s

      • As for the 'down sizing' engines in the Golfjes 6, it has become a kind of drama with many of those 1,4 turbo engines. Masses of pistons have fallen. And with the engines with a 'start/stop' system, the timing chains also often went to the philistines. The Golf V with (for example) the 2.0 BVY naturally aspirated engines have turned out to be a lot better so far.
        And to be honest, the cars used to be (say before 1980) weren't exactly super much better. With more than a ton on the counter, it was more often a matter of 'never mind' and look for one with fewer kilometers on the counter. So it is. Now cars are on average a lot better than before, but if they break, it is understandably found to be abnormal and repair is now relatively much more expensive.

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