Talk:Puma (car)
From Wikipedia, the free encyclopedia
The Puma (racing) Car history started in the small city of Matão in São Paulo, Brazil in 1964. A farmer named Genaro ‘Rino’ Malzoni loved automobiles, whose hobby was “to dress” chassis of automobiles. Jorge Lettry (head of the department of the DKW Vemag) contacted Rino about making a competitive racecar to compete with the new Willys Interlagos (a copy of the Renault Alpine A-108). The Interlagos was a light aerodynamic fiberglass car that was dominating the races in Brazil. Rino Malzoni had a built a prototype car resembling the Ferrari 275 GTB, but with the chassis and engine two times the size of the 3 cylinders DKW. Thus on October 10th 1964 the Malzoni GT, as it would be called competed and won its class in the Grande Prêmio das Américas (the Great Prize of Americas). Beating the Interlagos and Carreteras (30’s American 5 window coupes equipped with Corvette & Thunderbird V8’s). However, the Malzoni GT was too heavy and slow to use with the Vemag 3 cylinder engine. So it was decided to make the car out of fiberglass. The Malzoni GT was now a light-weight fiberglass body front wheel drive sports car powered by a highly prepared two stroke, 1100cc, 3 cylinder Vemag engine producing around 100 horsepower with a maximum speed of 145 km/h. Vemag bought 3 of these new Malzoni GT race cars for 1965, they won 5 races that year.
With such immediate success, Rino knew he could produce and sell more of these gifted racecars. Rino also knew that he needed some help finding the right people to assist him. With the supervision of Jorge, Rino joined with three other auto enthusiasts all recommended by Jorge (Luis Roberto da Costa, Milton Masteguin, and Mario Cesar Camargo Filho) and together the founded Sociedade de Automoveis Luminari. The idea was to produce the Malzoni GT in small numbers for the GT series. In 1966 Vemag started to supply the chassis and engines. At the V Salão do Automóvel (The Hall of the Automobile) the Special Malzoni GT, with luxury finishing was presented. On September 14th 1966 the company was renamed Puma Veiculos e Motores and the Malzoni GT was renamed the Puma GT (Anisio Campos did the redesign work). And later on it was transformed into an open capital society named Puma Industria de Veiculos S.A. This was the first plant production all-Brazilian sports car produced. In their first year of existence they produced only 35 cars. Yet they finished 2nd and 3rd in the “1000 miles” race of 1966, remaining a huge factor in Brazils auto racing community.
In 1967 the body was slightly modified, and production was increased to 125 cars. The new car increased in length, had a small rear seat, more glass, new wheels, bumpers, headlights and rear lights. In the closing months of 1967, Volkswagen bought Vemag (the company that made DKW’s in Brazil) and all DKW cars and engines we discontinued. This meant that they needed a new power source and chassis. In 1968 Puma negotiated with VW to allow them the use of the Brazilian Karmann-Ghia platform with a 1493cc air-cooled engine making around 52 horsepower. This would not be an easy switch. The Puma DKW was a front engine/front wheel drive car, and now it would become a rear engine/rear wheel drive car. The first chassis of the VW powered Puma was a few inches shorter than the Karmann-Ghia, the body were slightly smaller, glass area was modified and the front ‘egg crate’ grille was removed. The new Puma GT would exchange its Ferrari 275 GTB looks for a more current look (Alpha Romeo Duetto and the Lamborghini Miura). In 1970 the Puma GT 1500 was displayed for the first time at an international event. In the same year, the piston displacement was increased making the 1600cc engine. The Puma 1600 GTE was born. Right away many different engines were offered (1700, 1800, 1900 and 2000cc) and any special interior could be produced. For 1971, the plant launched the 1600 GTS (a convertible) along with the GTE. This would be the platform that became a huge success in Brazil and would ultimately lead to the Puma being exported to many Countries. Production reached 323 units that year.
In 1972 484 cars were produced, also the Puma GTB was presented to the public (formerly known as the GTO). This Puma was equipped with a Chevrolet 4.1 liter 6-cylinder engine and would not be produced until the end of the decade. This is also the year that the Pumas platform would change from the Karmann-Ghia to the Brasilia. In 1973 production was increased to 769. This would be the year that Puma sold the rights to the Puma GTE/GTS to Bromer Motor Assemblies in South Africa. They would produce and sell the Puma there for 21 months (producing a total of 357 vehicles). Unfortunately, the lack of cost control in the manufacturing operation led to the downfall of the company. Although production ceased, demand for the Puma remained strong. Mr. Jack Wijker approached Puma Brazils for the right to continue manufacturing and marketing Puma cars in South Africa. This was granted in 1986. A company called Puma Marketing was started to sell cars and parts in South Africa. Initially, cars were imported from Brazil. Due to exorbitant import duties, Puma Marketing soon decided to manufacture cars locally. The molds were purchased, and a total of 26 units were manufactured during 1989-1991. The second run cars were based on the 1973 GTE Coupe, with split bumpers and a 1600 cc air-cooled VW engine. Rear quarter windows were added in place of the louvers used on first run cars. The door and rear quarter styling of the earlier GTE were retained. Thus, the side profile of these cars is somewhat different from Brazilian made coupes with rear quarter windows. Jack indicates that demand for these cars remains high in South Africa. Puma marketing is preparing to manufacture additional cars starting in 1999. The company is presently looking for importers in the U.S., Australia, and other markets.
In 1973 the Puma GTE was presented to Europe London, England. But Puma suffered an unexpected legal problem, Ford of Europe claimed it owned the Puma name and it took legal action. The truth was that Ford had an acquired a manufacturer of turbines and generators named Puma. Allowing Puma to sell their cars to the European community.
In 1974 the first truck was produced and sold from their plant in Brazil. Puma produced more than 1000 vehicles that year. It was also the year that the Mini-Puma would be displayed. With the oil crisis on the rise, the tiny 2-cylinder engine car had promise, but was never launched.
By 1975 Puma was making around 3000 vehicles per year, with exportations to Canada, Europe, Latin America and the United States (Puma cars were exported only in kit form). The Puma "kit" sold in the U.S. required the owner to install front suspension, engine, transaxle, wheels, tires, and battery, all of which could be purchased through your Puma dealer. In 1977, the Puma received some minor body changes. Coupes got a rear quarter window (replacing the louvers) and an updated dash and interior were introduced. The company had 700 employees and two plants (one for the automobiles and the other for the trucks). The trucks were a huge success and everything was looking great for the company. Until 200 cars sent to the US were returned. This marked the beginning of the end for the company.
In 1979 they were launching the all-new Puma GTB Series II to Brazil (it had a different look than the original GTB). The new GTB was a fiberglass body built on a special chassis powered by a 4.1 liter Chevrolet six-cylinder engine. It was a larger, more luxurious Puma with leather interior and power windows. The GTB would not be exported to North America or Europe. In 1980 the plant was stopped to collect working taxes and obligations. They also encountered some bad luck with fire and floods. This would also be the year of the re-styling of the Puma GTE/GTS. The car would be given new front and rear bumpers, the headlights and taillights would also be changed. The cars name also changed to GTC and GTI. Both were offered with an extensive list of optional items, including special engines and transmissions, power windows.
The following year, the P-018 was launched, with an IRS rear axle, 1584 cc engine standard, and optional 1700 cc, 1800 cc, and 2000 cc engines. The Mini-Puma idea also re-emerged as the Daihatsu Cuore in Brazil. In 1984 the enormous accumulation of debts along with the reduction of vehicles produced, Puma closed its doors.
In 1985 Puma was sold to Araucária Vehicles, from the Paraná state. Unfortunately the Araucária did not obtain the fit and finish associated with the original Pumas. 2 years later Puma was sold to a company named Alfa-Metais, also of the Paraná. They re-launched the GTB and renamed it the AMV. In 1989 they re-launched the AM-3 and AM-4 (the new Puma GTC and GTI), however these cars were a little different from the original Pumas. They offered a tubular chassis and a water-cooled VW engine (AP-600) installed in the rear. They also initiated the production of small trucks with MWM engines and Clarck gearboxes. Foreign automobiles had taken away from the new Puma sports car, and in 1991 production of the automobiles were once again halted.
In 1998 Ford bought the rights to the name Puma and began selling the model to the European market.
The trucks continue to be produced today.
Source http://www.pumacars.com/History.shtml
[edit] Puma Production
Puma has started production again in South Africa.
For more info visite Puma Cars http://www.pumacars.co.za
