Archive for October, 2010
In 1926, Adriano and Marcello Ducati founded a company that specialised not in motorcycles, but the production of radio components. During the war years, they turned their attention toward electronic military equipment. This move made their factory a target for allied bombing, but despite frequent, serious damage, they managed to remain in production. In 1950, Ducati launched their first motorcycle, which was based on the already well established Cucciolo engine. This power unit, designed by Aldo Farinelli, was originally created as a strap on motor for push bikes. By the time Ducati adopted it, 200,000 units had been produced. This first creation by Ducati was capable of 40mph and 200 mpg and weighed in at 98 pounds. These bikes were badged as 55M or 65TL.
Unfortunately, the public didn’t embrace the idea as Ducati had hoped, and the model was withdrawn the following year with sales barely reaching the 2,000 mark. At this time, Ducati were still making electronic equipment, so the decision was made to split the company and Ducati Elettronica SpA was created under separate management.
Ducati Meccanica SpA, led by Dr Guiseppe Montano, became the motorcycle manufacturing company that we know today, and by 1954 were turning out 120 units per day as the factory was modernized with government aid. Although Montano was appointed by the government, he was a genuine motorcycle lover and realised the potential of racing to induce customers to buy his machines. By 1956, the Desmo Ducati 125 won its first race in Sweden. The Grand Prix at Hedemora saw the Ducati lap every other motorcycle. Sadly, the man who achieved this feat, Gianni Degli Antoni, died during practice for the following race. This unfortunate accident hit Ducati hard, and it wasn’t until 1958 that they could once again challenge MV Agusta.
As the 50′s drew to a close, the Berliner Brothers picked up the American franchise and pushed Ducati to the forefront in the USA. With no little flair, they began punching above their weight and mounted a serious challenge to the wave of Japanese machines that were coming into the country. At this time, the company was also enjoying success in other export markets as well as at home. In the mid sixties, Ducati became the Italian outlet of Standard-Triumph cars and Leyland vans and trucks. Ducati insisted on pushing their 50cc two-strokes on the American public. Although these machines had accrued many sales in Italy, the contrary was true of the USA, as the nation snubbed what were in fact very good machines. Rather than heed the warning, the company pressed ahead and created a 100cc two-stroke, when they really should have been developing their much loved sporting four-strokes. As Ducati struggled to compete with the mass produced Japanese motorcycles, the future looked gloomy, but once again they turned to their racing roots, creating 750′s which took first and second places at Imola in 1972. A major coup for the company was the securing of the services of rider, Paul Smart, who was at that time racing for Kawasaki. Success at Imola sparked the beginning of the love affair between big racing bikes and Ducati.
The company has achieved success by following its racing roots. At the company’s headquarters, you can visit the museum and re-live over 50 years of racing history.
Due to the uncomfortable driving of these initial vehicles it was decided that rubber should cover the wheels so that the impact of the bumpy street would not be felt. Due to this reason, Peugeot was the very first manufacturer of cars to use rubber on the tyres of their cars.
Almost thirty years later the company had gone from strength to strength and just before the start of the next decade the Peugeot 201 was designed, which was the most cost effective production car for sale at the time. It was this car that helped to secure Peugeot through the Great Depression and kept them in business until the recession was over.
Once the war was over, Peugeot made 14,000 cars and produced the 202 model. Close to 1950 the model was released again as the 203 with hydraulic breaks, rack-and-pinion steering and suspension. The prosperity of this model secured fantastic sales number and later models with slightly different features until the swinging sixties.
About twenty years later Peugeot constructed and put up for sale the Peugeot 205 in the early 1980s, which aided the company in its quest to position itself one of the world’s heftiest car manufacturers.
As of 1993 Peugeot released the 306, which was a small and extremely popular family car that stayed in production until 2001 when the 307 replaced it. Peugeot has also had much success in international rallying, particularly in the World Rally Championship with the 4WD turbo-charged versions of the Peugeot 205, and more recently the Peugeot 206.
In the space of the 1990s, the Peugeot 406 saloon participated in touring car championships across the world, enjoying success in France, Germany and Australia. Still, in other races the model did not exhibit as much promise, because of a problem with reduced horsepower and suspension difficulties, in gearing up against Honda and Nissan makes. In 2001, through the model’s end stages, Peugeot entered a trio of 406 coupes into the touring car championship in Britain and had to race with Vauxhall Astra coupes.
More recently, the company has developed a diesel-electric hybrid Peugeot 307 that can hit speeds of 80 miles per hour, which means it is extremely efficient when it comes to fuel use. Yet, this model was just a concept vehicle and never became available to buy or drive as part of a Peugeot leasing pact.
The illustrious firm is now working on hybrid electric power train technology and the Peugeot PROLOGUE HYmotion4. At the present, these have only been installed in concept cars but they could be significant in the future growth of the manufacturer.