FSO
FSO: A Journey Through Poland's Automotive History
Following World War II, Poland's motor industry lay in ruins. It was recognized that the rebuilding of the sector would be necessary, and it was decided to start the process in Warsaw, where in 1948 the construction of several buildings that would come to be known as FSO (Fabryka Samochodow Osobowych, which means Passenger Automobile Factory). FIAT was approached for assistance and a deal was signed for the production of Fiats under license, but the beginning of the Cold War put a stop to these plans. Instead, the Soviets persuaded FSO to purchase the rights for series production of the Russian Pobieda M20, a rather outdated design with roots going back to the Ford Model A (which had been in production in Russia during the 1930s). The agreement was signed in 1950.
With the introductions of successive models, from the Pobieda-based Warszawa, the Syrena, and the Polski Fiat 125p, to the Polonez, the FSO facilities expanded into many other parts of Poland, including towns like Nysa, Elblag, and Opole.
Most of the FSO models were exported to quite a few parts of the globe. At one point, in 1968, 25% of Warszawas were heading for countries such as China, Turkey, Mongolia, Finland, and Egypt, and some South American and East European nations. The Polonez has also been selling in some West European countries. And some of the models were even assembled abroad at one time
In the fall of 1995, the Polish government decided to privatize the company, creating FSO Motor Corporation. The South Korean automaker Daewoo purchased US$20 million worth of the shares, promising to invest another 1.121 billion within six years. Currently, the resulting Daewoo-FSO joint venture company makes the Polonez and in addition, assembles the Korean Tico and Espero models, and also Citroen C-15 cargo vans. It looks like the days of the Polonez are numbered, however, as it will probably be dropped. And so, it seems that the FSO suffix will also be dropped from the company name.
By 1951 the FSO factory was completed and at 2 pm on November 6 of that year the first Pobieda, renamed Warszawa (Polish for Warsaw), rolled off the assembly line. The factory was capable of producing 25,000 cars yearly, but the production of the Warszawa never came close to this level. The reason was that the M20 was a very wasteful construction, requiring excessive amounts of materials and workmanship. Throughout its production period the Warszawa was continuously improved and up to 18,000 were being made by the late sixties. At first, the M20 was being constructed of parts sourced from the Soviet Union, but by 1956 it was completely of Polish content.
In 1960 the M20 became the 201 and two years later the 2.1-litre 4-cylinder engine's power output was increased from 53 bhp @ 3600rpm to 70 bhp @ 4000rpm, resulting in the 202. A sedan version, the 223 of the Warszawa was also put into production in 1964, along with a station wagon version, model 224. Pick-up, ambulance, taxi, and a few other versions were also available, including one with steel wheels for moving on rails (really!).
Nineteen-sixty-four saw the completion of the Warszawa 210 prototype (started in 1961), but nothing came of it as a license for the Fiat 125 (discussed later) was obtained around that time. Too bad, the 210 looked like a promising design.
Production of the Warszawa was suspended in 1973 after 254 421 had rolled off the assembly line.
Warszawa, car assembly line
Warszawa, model 223
Warszawa M20 pickup
Warszawa ambulance
Warszawa 210 prototype
Warszawa brochure pics supplied by Paul Negyesi
Warszawa M20 car - photo courtesy of Muzeum Inżynierii i Techniki, Kraków
Warszawa M20 car - photo courtesy of Muzeum Inżynierii i Techniki, Kraków
Warszawa car - photo by Edward Tarka, Sosnowiec 2019
In 1953 the Polish government requested FSO to design a new automobile, one that would be inexpensive and suitable for the general public, a sort of people's car. Work started soon after with the idea of using as many components from the Warszawa as possible, to minimize costs. The engine chosen was a 744cc 2-stroke 2-cylinder unit driving the front wheels, modernized and adapted from an industrial motor (used for powering fire-engine water pumps!) by engineer Ferdinand Blumke. The chief engineer, Karol Pionnier, was responsible for chassis design.
Two pre-prototypes were originally constructed, each with a completely different body design. The first one was a well-executed mostly steel (though not especially aesthetic) construction by Stanislaw Lukaszewicz, utilizing many pieces from the Warszawa (including parts of the front doors and the roof and the front and rear fenders). The other and much prettier body design by Stanislaw Panczakiewicz (who had worked for CWS and designed the body of the PZInz Lux-Sport) did not borrow from the Warszawa and was constructed of wood with a dermatoid (a leather-like material) covering (due to FSO's lack of proper steel forming machines at the time). The pre-prototype with this body design was ultimately chosen for further development leading to the Syrena (Polish for mermaid) 100, which, with a hand-beaten metal body, was put into a trial production in 1957. Before this, however, the Syrena 100 went through some testing, which included participation in a special rally across a distance of 3600 km.
In 1958 the first true production Syrena, the 101, began rolling off the assembly line. Two years later the Syrena Sport prototype, with a sporty fibre-glass body designed by Cezary Nawrot and a 4-cycle 4-cylinder "boxer" power unit designed by Wladyslaw Skoczynski, appeared but never entered production.
The Syrena 102 and 102S replaced the 101 in 1961, these were then followed by the 103 and 103S the year after. Both the 102S and 103S variants utilized a more powerful East German 3-cylinder Wartburg engine. Most of the changes that came with the 102 and 103 were minor styling modifications.
In 1964 another Syrena prototype was presented. Designed by Andrzej Zgliczynski, the Syrena 110 featured one of the first hatchback bodies and a unibody (monocoque) construction (with a separate frame for the powertrain, allowing easy engine replacement). Twenty of these so-called "Polish Renault 5s" were constructed that year and the next, but production never came.
FSO Syrena 101
FSO Syrena Sport prototype
FSO Syrena 110
FSO Syrena 102
FSO Syrena 104
Around 1965/66 appeared the next Syrena model, the 104. The biggest change was the introduction of a new 3-cylinder 2-stroke motor, developed in-house
The last Syrena re-design came in 1972 in the form of the 105, which would not be produced by FSO but rather at the small car factory FSM (see Beskid), until 1983, and badged as such. Production of the FSO Syrenas (101 to 104) totalled 117,234, including the R20 pick-up and Bosto-covered pick-up variations.
Throughout its existence, the Syrena also experienced some sporting events, including finishes in the Monte Carlo rally in the early sixties.
FSO Syrena 110
Syrena AdverTisments
Syrena 101 brochure collage
Syrena
Syrena 101S
Syrena 102S
Syrena 102S
Syrena 103S
FSO Syrena 104
Syrena 103S
Syrena 105 car - photograph courtesy of Museum of Engineering and Technology, Kraków
Syrena 105 car - photograph courtesy of Museum of Engineering and Technology, Kraków
Syrena 105 car - photograph courtesy of Museum of Engineering and Technology, Kraków
In 1965 a deal with FIAT was signed which gave FSO a license to not only produce the Fiat 125 but also to use its components for developing new versions of it or in the construction of other automobiles. The first Polski (Polish) Fiat 125p, as it was known, rolled off the assembly line in 1967 (the same year that Italian 125 production ceased). After years of countless modifications and 2 name changes (FSO 1500 and then FSO 125p), the manufacture of it ended in 1991, when the 1,444,791th one left the factory. Many variations of the 125p were available, including a station wagon, ambulance, and pick-up.
The Polski Fiat 125p also had some success in sporting events, especially in rallying, in the country and abroad. Some of the best-known Polish competition drivers, such as Sobieslaw Zasada, took part in rallies in Monte Carlo (where 1st place in the 1600cc class was attained in 1972) and numerous other locations. In 1973 three endurance records for series-production cars over the distances 25000km, 25000 mi, and 50000km were beaten.
Apart from the production of the 125, other Fiats such as the 127 were also assembled at FSO. The brand name Polski Fiat had previously been used before the war, see the Origins of Polski Fiat
Fiat 125p kombi
Fiat 125p pickup
Fiat 125p (red), called duzy Fiat ("big Fiat") and Fiat126p (blue), Maluch, meaning "The Little One" or "Toddler" manufactured also in Poland, at FSM
Fiat 125p - side view, courtesy of Museum of Engineering and Technology, Kraków
Fiat 125p - front view, courtesy of Museum of Engineering and Technology, Kraków
Fiat 125p - side view, courtesy of Museum of Engineering and Technology, Kraków
Around the mid-to-late seventies FSO, with some assistance of specialists from FIAT, began working on their next model. The Polonez, a more modern automobile that utilized many components from the Fiat 125p, entered production in 1978 and its latest incarnation is still rolling off the assembly line today.
The Polonez featured a hatchback body that wasn't so bad for its day, had a roomier trunk and more comfort than the Fiat 125p, and its rear bench could be folded. The 4-cylinder engine, in either 1300cc or 1500cc form, powering the Polonez was a much modified and improved 125p unit, the transmission was a four-speed. In 1987 arrived a better 87bhp power unit.
Throughout its production life the Polonez was continuously being upgraded and in 1991 the second generation, the Caro, arrived, with quite a few changes.
There were several different types of the Polonez Caro, including the later introduced short-lived sedan Atu.
There were also available the 1-ton pick-up, ambulance, road assistance, police, and cargo van versions of Polonez
Polonez - ambulance - front/side view, courtesy of Museum of Engineering and Technology, Kraków
Polonez - ambulance - side view, courtesy of Museum of Engineering and Technology, Kraków
Polonez - front/side view, photo by Edward Tarka, Krynica