with two rear hinged doors, and available only in “night shadow grey”, presumably reflecting paint availability in the aftermath of war. Broadening the range In 1949 Ford added a Taunus version with body panels fitted only as far back as the A-pillars, and several alternative body shapes became available, added by traditional coach-builders such as Karmann of Osnabrück, Drauz of Heilbronn and Plasswilm in Cologne. Coach-built Ford Taunus versions include two- and four-seater cabriolets with two doors, a special four-door cabriolet for use by police forces, small three-door station wagons and even four-door taxis. Upgrades in 1950 and 1951 In May 1950 Ford introduced the Taunus Special, which featured a four-speed gear change controlled with a column-mounted lever. Externally the “Special” made extensive use of chrome, notably on an enlarged front grill and on the bumpers. The rear window was enlarged and flashing-light direction indicators replaced semaphore-style flippers. January 1951 saw the introduced of a Taunus de Luxe, with a one-piece windscreen and many extras. Technical Technically the Taunus G73A was little changed from the 1939 G93A, retaining the familiar 1,172 cc side-valve engine first seen in the 1935 Ford Eifel. With gasoline/petrol availability in Europe restricted to low-octane fuels, the maximum power output was also unchanged, supporting a claimed top speed of 105 km/h (65 mph). It was not possible to adjust valve clearances and engines typically lasted for . Until 1950 all the cars came with a three-speed transmission incorporating synchromesh on the top two ratios. The gear boxes were prone to problems, especially regarding the second gear, and in order to rebuild the gearbox it was necessary first to remove the engine or, better still, the back axle. Rigid axles front and back were suspended using leaf springs. The drive shaft was enclosed in a steel tube and featured only a single universal joint, positioned just behind the gearbox. The rear wheel bearings were positioned directly on the rear axle. The overall rear axle assembly seems to have been unusually simple, but the resulting stresses gave rise to a shortened axle life. The hydraulically operated simplex brakes were operated via a single circuit, which was usual at the time. The handbrake cable was prone to rust. The 6-volt electrical system was normal for small cars of the time, as was the requirement for an oil change every 1,500 km (roughly 1,000 miles) and a larger inspection every