
1952 German Ford “Weltkugel” (“Globe”) emblem / Konrad Neumann
For many Americans, even those who are aware of the better-known English Ford models, the German Ford cars offered prior to the unification of Ford of Europe may be completely unfamiliar and somewhat mysterious. Here’s a short breakdown of the various models offered by Ford of German between 1933 and 1960, including the first German Fords to bear the “Taunus” name.
Prewar German Ford Cars
Ford first began building cars and trucks in Germany in 1926, in a rented warehouse near the Westhafen in Berlin. Between April 1926 and August 1927, that facility assembled 3,771 Model T cars and a smaller number of Model TT trucks from knockdown kits shipped from the U.S.
In 1930, GM’s purchase of Adam Opel AG led Henry Ford to purchase land in Cologne, along the bank of the Rhine river, and establish a bigger German Ford factory, owned through a local subsidiary called Ford AG. (In 1939, this was renamed Ford-Werke AG, which is what it’s still called today.)
By the summer of 1931, all assembly operations had moved to Cologne, which turned out its first complee Model A in June. For about the first year and a half of operation, the factory in Cologne was initially still dependent on imported parts and knockdown kits, shipped either from the U.S. or from Ford Ltd. in England. The first cars actually manufactured in Germany — albeit designed in the U.S. — arrived in early 1933.
Here’s a rundown of the early German Ford cars actually produced in Cologne:
Ford Köln (1933 to 1936)

1933 German Ford Köln (Model Y) cabriolet-sedan / Fordfan.de
Named for the city where the German Ford factory is located (spelled “Cologne” in English), the Ford Köln was a German-made version of the English Ford 8 HP Model Y (which was designed in Dearborn). It was mechanically similar to an early ’30s American Ford, but much smaller, with a 921 cc (56 cu. in.) L-head four giving 21 PS and a top speed of 56 mph (on a good day). Production totaled 11,121 units from January 1933 through September 1936.
Ford Rheinland (1934–1936)

1934 German Ford Rheinland sedan / Fordfan.de
Named for the area of western Germany where Ford-Werke is located (spelled “Rhineland” in English), the Ford Rheinland was a German-built version of the U.S. Ford Model B. Powered by a 3,285 cc four (based on the one in the earlier Ford Model A), it had 50 PS and a top speed of about 65 mph. It was much bigger than the Köln and about twice as expensive. Production totaled 5,575 from March 1934 through July 1936.
Ford V8 (1934–1941)
From March 1934 through July 1941, the factory in Cologne also produced more than 15,000 V-8 Ford cars, with bodies by German coachbuilders like Ambi-Budd and Gläser. Most had the bigger 3,620 cc V-8, but 442 late cars (identified as Model V8-92) had the smaller 2,225 cc V8-60 engine.
Ford Eifel (1935–1939)

Facelifted 1937 German Ford Eifel roadster / Ford Motor Company
Taking its name from the Eifel mountain range in western Germany, the Ford Eifel was the successor to the Köln (although production overlapped for about a year). Essentially a German-made version of the 10 HP English Ford Model C, it was bigger than the Köln, but rode the same 90-inch wheelbase. Its 1,172 cc flathead four gave 34 PS and a top speed of 62 mph. Production totaled 61,495 from May 1935 to May 1939, with a midlife facelift in February 1937 that added the new grille seen above, similar to the one on the 1937 U.S. Ford.
Ford Taunus G93A (1939–1942)

1939 German Ford Taunus sedan / Ford Motor Company
Named for the Taunus mountain range, the original Ford Taunus (known by its chassis code of G93A) was the replacement for the Eifel. It was technically the first German Ford developed in Germany rather than Dearborn, although this was arguable, and in Dearborn influence was clear in the exterior design, which looked like a 1939 U.S. Ford sedan that shrank in the wash:

1939 U.S. Ford Tudor sedan / Mecum Auctions
The Taunus was bigger than the Eifel in every dimension except height — 162 inches long on a 94-inch wheelbase, weighing about 1,830 lb — and more expensive, but shared the same 1,172 cc L-head engine, still rated at 34 PS. Note the rear-hinged doors:

1939 German Ford Taunus sedan / Ford Motor Company
Unlike earlier German Fords, Ford-Werke offered the prewar Taunus only as a two-door sedan, whose bulbous body quickly earned it the nickname “Buckeltaunus” (“Hunchback Taunus”). The bodies were supplied to Cologne by Ambi-Budd in Berlin. Production totaled 7,100 from June 1939 through February 1942.
In all, Ford of Germany manufactured 102,528 passenger cars from 1933 to 1942, plus an additional 25,635 cars assembled in Berlin and Cologne between 1926 and 1933. Annual car and truck production Cologne during this period peaked at 36,582 units in 1938.
Postwar Cars
While Ford-Werke continued producing military trucks throughout the war, passenger car production ceased by March 1942 did not resume until the fall of 1948. Like U.S. automakers, Ford-Werke initially handled the resumption of civilian automobile production by dusting off its last prewar model:
Ford Taunus G73A (1948–1951)
The postwar “Buckeltaunus” was about the same as the prewar car except for its new G73A chassis code, although since Ambi-Budd went bankrupt in 1948, Ford-Werke bought the tooling for the Taunus sedan body and brought body production in-house.
A slightly better trimmed Taunus Special joined the initial standard car in July 1949.

1949 German Ford Taunus Special / Fordfan.de
In May 1950, the Taunus got a modest facelift. In addition to the two-door sedans, there were small numbers of cabriolets, four-door taxis, and Kombis, bodied by independent coachbuilders like Deutsch and Plasswilm.

1950 German Ford Taunus Special / Ford Motor Company

1951 German Ford Taunus de Luxe / Fordfan.de
Postwar Taunus G73A production totaled 74,128 between November 1948 and January 1952, about 85 percent of them two-door sedans.
Ford Taunus 12M G13 (1952–1959)
In January 1952, Ford-Werke introduced its first all-new model since 1939, the Taunus 12M. (As the first really new postwar project, the 1952 12M is sometimes described as “P1” (for “Projekt-1”), but that seems to be a retroactive designation — its chassis code was G13, which is how German sources generally refer to it.) This model is sometimes nicknamed the “Weltkugeltaunus” (“Globe Taunus”), for its globe-like nose emblem.

1952 German Ford Taunus 12M G13 / Konrad Neumann
The G13 Taunus was a bit shorter than the old G73A Taunus, but wider and lower — now 159.8 inches long, 62.2 inches wide, and 61 inches wide, on a 98-inch wheelbase — with 13-inch rather than 15-inch wheels. Its basic exterior design was developed in Dearborn, although there were various changes in Cologne. Ford-Werke commissioned the French coachbuilder Chausson to help design the new unit body, which saved about 110 lb compared to the old car. Front suspension was now independent, with double wishbones and coil springs. The only holdovers from the prewar car were the gearbox and the 1,172 cc L-head four, now giving 38 PS and a top speed of 70 mph. (A four-speed gearbox became optional in 1954.)

1953 German Ford Taunus 12 (no “M”) / Fordfan.de
Ford-Werke considered giving the G13 a new model name, but decided to stick with “Taunus,” adding the “12” suffix to indicate the engine displacement. Originally, the “M” was supposed to stand for “Meister” (“Master”) or “Meisterstrück” (“Masterstroke”), but there were too many competing trademarks for Ford-Werke to spell it out in advertising or badging. From January 1953 to June 1955, there was also a cheaper stripped-down version (pictured above) called simply “Taunus 12.”
The 12M got a facelift in January 1955 and again in August 1957. Production totaled 215,265 between January 1952 and July 1959. Most 12M G13s were two-door sedans, but there was also a two-door Kombi, and there were a few cabriolets.

This Taunus 12M G13 Kombi has the revised 1957–1959 grille / Ford Motor Company
Ford Taunus 15M G4B (1955–1958)
The Taunus 15M, chassis code G4B, was a 12M with a new grille and an all-new short-stroke 1,498 cc OHV engine, giving 55 PS and a top speed of 80 mph. It was available in standard and plusher de Luxe trim, in sedan, Kombi, or cabriolet form.

1955 German Ford Taunus 15M G4B in standard trim / Fordfan.de

The 1955–1957 Taunus 15M de Luxe had a unique grille / Fordfan.de
Although the 15M got a facelift along with the 12M in August 1957, Ford-Werke canceled the 1.5-liter car in mid-1958 so that it wouldn’t compete with the new 17M. Production of the 15M totaled 134,127 cars from January 1955 to June 1958.

The facelifted 1957–1958 Taunus 15M had a new grille / Ford Motor Company
Ford Taunus 17M P2 (1957–1959)
Known as the P2 (“Projekt-2”), the first Taunus 17M was a bigger, more expensive car than the 12M — 172.25 inches long, 65.75 inches wide, and 59 inches high, on a 102.5-inch wheelbase — aimed at middle-class buyers. It had a new 1,698 cc OHV four with 60 PS, giving a top speed of about 80 mph, with a choice of three- or four-speed gearboxes and an optional Saxomat automatic clutch. The 17M was the first German Ford with MacPherson strut front suspension. Its exterior design was created in Dearborn, and was unflatteringly known as “Gelsenkirchener Barock” (or just “Baroque Taunus”), after a furniture style noted for its high gloss and kitschy ornamentation.

1957 Taunus 17M P2 with standard grille / Fordfan.de

While most earlier German Ford sedans were two-doors, the Taunus 17M P2 sedan was offered with four doors as well as two / Ford Motor Company
From early 1959, the standard and de Luxe 17M both shared the same grille and new taillights. Later that year, a final refresh gave sedans a flatter roof that reduced overall height by about 1.2 inches. Ford-Werke also trimmed some weight in pursuit of better performance.

1960 German Ford Taunus 17M de Luxe / Ford Motor Company
Total 17M P2 production from August 1957 to August 1960 was 239,978 cars. The P2 was sold in the U.S. from 1958 to 1960, generally through select Lincoln-Mercury dealers. U.S. buyers got the 17M two- and four-door sedan and wagon in standard or de Luxe trim, with prices ranging from $2,017 to $2,711. In Germany, the P2 was replaced by the 17M P3, the “Bathtub Taunus.”
Ford Taunus 12M G13/G4B (1959–1962)
The 1952-vintage Taunus 12M ended up remaining in production for more than 10 years. It was supposed to be replaced in the early ’60s with an all-new, smaller C-segment car code-named NPX-C5, with a 1-liter OHC engine, but this project was canceled in favor of the Dearborn-designed Cardinal. In the meantime, the old car got one last facelift in August 1959, with a bigger grille and a flatter nose with no more Weltkugel emblem. Ford-Werke also managed to cut the price by 315 marks (around $75).
Since there was now a gap of 1,090 marks (about $256) between the cheapest 12M and the cheapest 17M, Ford-Werke decided there was room for a 1.5-liter car after all. Rather than reviving the 15M as a separate model, they made its 1,498 cc OHV four a 110-mark option on the 12M. (In some markets, the 1.5-liter 12M was treated as a separate series called 12M Super.) Cars with the 1.5-liter engine used the same chassis code as the old 15M, but were much cheaper.
Total production of the final RWD 12M totaled 215,471 cars from August 1959 to August 1962. About 35 percent had the 1.5-liter engine. The facelifted 12M Super was briefly imported to the U.S. for 1960, but not many were sold, and it was withdrawn by 1961. An all-new FWD Taunus 12M (P4) arrived in September 1962.
The second part of this article will cover the unique German Ford models of the ’60s.
Nice synopsis of German Fords.n Next up. 1960 to 1990? And then maybe he English Fords of which my mom actually owned one. Thanks!
Historical side note:
The first German Chancellor after WWII and former mayor of Cologne, Konrad Adenauer, was the driving force behind bringing Ford from Berlin to Cologne in the early 1930s.
The Rhineland – and Ford – have a lot to thank him for.
Yes, here’s a photo of Adenauer at the groundbreaking for the Ford AG plant on October 2, 1930:
Here another historical photo on the same occasion:
Henry Ford I laying the foundation stone for the Cologne factory.
European and german Fords in particular have their appeal. The Taunus, Sierras, Granadas and Scorpios have been great cars.
I’m looking forward to part 2.
Thank you, Aaron, for this post. I didn’t know much more about Ford’s pre-war German models other than that they were first assembled in Berlin and later in Cologne.
My personal favorite of the cars shown here today is the “Rheinland”. Was it also available as a four-door sedan?
Yes, although it appears the four-door wasn’t very popular in Germany and was dropped after 1935.
Ah – thank you!
What also fits into the time frame discussed here is the Taunus FK 1000 (later on also FK1250).
A van/minibus built from 1953 to 1966. Together with the British Ford Thames 400E, the predecessor of the legendary Ford Transit.
(Image: taken from fordfan.de)
I see some have the lovely sliding sunshine roof option .
Some of the early models look quite pretty to me .
-Nate
I have dim memories of a handful of Taunuses (Taunii?) running around Berkeley California when I was young. My impression is that, along with Vauxhall, they were sold by a local independent dealership that also sold Citroen and worked on lots of imports, but maybe those cars were just there for service, after having been orphaned by the L-M and Pontiac dealerships. I was only 3-4 in 1960. I love the globe ornament whic I don’t recall ever seeing in photo’s before. Thanks for a great overview!
Note the rear-hinged doors:
Yes, and Ford Werke kept them for a rather long time.
Fun fact: When the final/definitive body for the VW was being designed in 1938, it started out to have rear hinged doors. Ferdinand Porsche went to the US to visit Ford to learn from them about building a massive factory for the VW and noticed that the latest American cars had front hinged doors. He telegraphed Erwin Kommenda, who was designing the prototype, and told him to change to front hinged doors at the last minute. Thus the Beetle had very “modern” front hinged doors unlike almost every other car in Europe at the time.
I saw lots of these cars as a kid in Austria in the ’50s. I had seen a 12M in my neighborhood, and one rainy day he stopped to ask me if I wanted a ride home, from first grade. Sure! I still remember that fairly short ride vividly.
Great research, and accompanying photos. Thank you. Love the smaller scale, and cleaner, simpler lines, of these German Fords. Manageable sizes, and charming looks.
These are the kind of less embellished 1950s cars, I could embrace.
Great Post, I love the history of the FOrd german Plant, Henry was Amazing going Global in 20’s and 30’s
The car photos are outstanding. Scale model of US auto a few years delayed. My father-n-law in England probably own one or 2 of these.
When I check the photo of the Taunus 12M G13. I saw it got inspired a bit from the 1949-50 Ford but I wonder if they was also inspired a bit from Stubebaker’s “bullet nose”?
Yes, it was.
Well-researched and presented article on a European Ford series little known here in the U.S. Thank you, Aaron.
A few of the 1958-’60 Taunus 17M cars appeared here on Western New York roads. I recall seeing them advertised in the Buffalo Evening News as an adjunct line for a Lincoln-Mercury dealers. “Captive imports” for L-M dealers before the Comet arrived, much as Buick dealers received Opel and Pontiac dealers were saddled with Vauxhall. And as with the latter, jettisoned as soon as the Tempest was introduced. The few Taunus 17M disappeared very quickly on the heavily-road-salted streets of that time.
I assume the military trucks weren’t for the allies…. great write up..
They were not. Ford-Werke’s collaboration with the Reich was pretty unsavory.
Indeed they were not, and Ford made money from supplying the German war machine in its build-up to Sept 1939, and worse, up until Dec 1941, in the prosecution of the war itself.
And it was calculated, changing personnel in the ’30’s to make sure they kept the nasty regime happy and get government contracts. (Sound familiar to anyone, btw?)
Indeed they were not, and Ford made money from supplying the German war machine…”
So did GM. The “Opel Blitz” truck was a kind of Nazi-Wehrmacht’s standard truck.
Yep. Just so.
Interesting stuff, if not world-beating style.
I didn’t know until recently that the ’30’s Fords weren’t so popular in Germany because they were sort-of seen as “foreign”, whereas Opel, equally foreign-owned from ’31, was bigger because it was not. (Btw, GM managed the same trick in Oz: “Holden, Australia’s own car”, but not really. It sure worked, though Ford was already long-established as a manufacturer here and well-respected for the US iron it made).
How irrational are humans such that nationalism can extend to such a silly inanimate object as a car!
It wasn’t just that it was sort of considered foreign: The Nazi protectionism was so fierce that owning a car that was not certified as “Deutsches Erzeugnis” had serious political consequences. Even when Ford AG got this certification, as Mira Wilkins and Frank Ernest Hill put it:
This wasn’t all external, either. Ford AG director Heinrich Albert continued to insist to Dearborn that Ford was seen as not having been seen as “on the scene in a German cloak from the start,” which was apparently a tactic to convince Ford management to oust another senior German Ford executive who’d been rejected for Nazi party membership for having “Jewish ancestry.”
Like I said, extremely unsavory!
Not savoury, but certainly not sweet!
Do you know if Ford has ever opened its files about the era? I can’t readily find anything online. Into the 2000’s, they wouldn’t, and it being a private company before 1956, nothing is public.
There is a book by Eric Kresse on this topic. However, written in German and limited to the German Ford factory and its role in the Nazi-Empire:
https://www.grin.com/document/198172?srsltid=AfmBOorBzUCWJ8u9VR51W9Ydv5AhFm-mYp1d8yolUkjX9pRGQFBzqEyD
Working for the Enemy includes some excerpts of Ford internal memoranda, which are probably the tip of the iceberg, but still quite damning.
Brilliant, thank you Aaron. I sometimes find the German ford model variations slightly confusing and have been longing for an article like this. Excellent information, succinctly presented!
I’m also looking forward to reading ‘Part 2’; more specifically, the ‘Cardinal’ project which ultimately became the Taunus P4 in 1962. It was supposed to be a sub-compact, ‘Made in USA’ car, smaller than the Falcon, but Lee Iacocca killed the plan, at least for the US. If it was produced in the USA, and Studebaker under Harold Churchill got his ‘sub-Lark’ 100″ wheelbase car line with a flat-four in production, the Cardinal/P4 and small Lark (rumored to be labelled “Sparrow”) would have been in direct competition with each other in 1961.
We have a pretty thorough Cardinal history here:
https://www.curbsideclassic.com/curbside-classics-european/automotive-history-how-the-american-ford-fwd-cardinal-became-the-ford-taunus-12m-from-dearborn-with-love/
If that’s not thorough enough, Aaron has the final word here at his site:
https://ateupwithmotor.com/model-histories/compact-economy-cars/cardinal-taunus-12m-p4-and-p6/