Lore
(OOC: AMU to DM/SFr conversion is based on 7.89 2012 dollars equaling 1 1959 dollar, and 1 1959 dollar equaling 4.19 DM. Based on some pricing data of Italian cars I multiplied the DM price by 1.2 to get the cost in Swiss francs.)
The HSM V8 was a complete commercial failure, but the prestige of the vehicle managed to put Holtzmann and Kobelt on the map. Quite literally, in a way; the two founded Automobile Munot - taking its name from the fortress overlooking Schaffhausen - on the back of the old HSM company, to pursue the development of a mass market car.
Of course, this was not an easy task - the world was already awash in many similar cars, so they had to stand out somehow. Drawing on their experience in racing and performance, Holtzmann and Kobelt had created a concept for what they nicknamed the “Schnellwagen”, a full-sized upmarket sedan with more sporting lines that was, as the name implied, also fast. A “car of the future” proving that stately elegance could also be powerful and exciting to drive - similar in it’s basic idea to the Jaguar Mark 2’s “pace and grace”, using modern technology. Much like Switzerland itself, this concept drew on a number of neighboring European influences; in particular the Italian automakers’ experiments in fast road cars and German developments in luxury and safety, as well as the rising American muscle car fad. A factory in Emmen, an industrial center and the heart of Swiss aerospace was secured, which would become the main Munot factory complex. This concept soon gained the name “Helvetia”, the national symbol of Switzerland.
Many contemporary innovations were included in the Helvetia. It would have a unibody construction to save weight and improve crash resistance, which had long been in use with German manufacturers. A highly refined power steering system was included as standard, like many vehicles in the segment and in particular American premium cars. The success of radial tires in racing, and the adoption by the Italians and French in mass market vehicles like the Traction Avant made the legendary 165HR400 radial the tire of choice for the Helvetia. Also adopted from racing were front disk brakes; rear disks were too expensive to include at launch however. The interior was luxuriously furnished with radio and heater/cooler as standard, with leather upholstery and wood and chrome accents. An unusual center console configuration was used instead of a dashboard, built on ergonomic principles of the time and inspired by aviation. One other unusual feature was a powered rear window wiper.
To save money and development time, the expensive transmission, suspension, and engine were all reused from the HSM V8, though refined and retuned. In particular, the V8 was heavily redesigned derated to 113 PS (111 hp) in order to meet noise and efficiency requirements, but this was acceptable as the Helvetia was a relatively light car for its size. Incidentally, the HK113 used in the 1st generation Helvetia is to date the only V8 ever used by Munot, and was its largest engine until the 1986 Munot Millennium.
Enter Basel native Pierre Junod. A talented if eccentric engineer, his specialty was in safety, and he had worked for a number of major European companies in this field before being hired by Holtzmann and Kobelt, thus bringing much needed experience to Munot. Junod’s goal was to make the safest car in the world, and thanks to the Helvetia’s spare mass, he had lots of room to work with. Unashamedly inspired by the Swedish experience with front seatbelts, they became standard equipment. He also designed a shorter steering column and placed the fuel tank over the rear axle. Most importantly though, he and his team created an effective passenger cell and crumple zones for the Helvetia with the assistance of licensed MB patents, in a departure from older safety design principles.
At launch, though still expensive, the Helvetia was significantly cheaper than the HSM V8 and was now within the price range of the vast majority of it’s market. At $23,300 AMU, it retailed for 12,375 DM/14,850 SFr, which competitively priced it with the massively popular W111 series and made it within reach for buyers looking to upscale. It was available in five different colors with five more being added in 1961, and a two-tone body and a sunroof could be ordered as extra cost options.
After release, Munot continued to develop the Helvetia, aside from simple updates and refinements. In 1960, a 3-speed automatic was available as an option; in 1961, rear disk brakes also became an extra-cost option. In 1962 three-point seatbelts became standard, and in 1963, a coupe body with a more powerful engine became available while four-wheel disk brakes were now standard. Production lasted until 1965, to be replaced by the 2nd generation Helvetia using a more efficient engine.
All in all, the Helvetia was one great step forward for the newly formed Munot. With a top speed of 180 km/h and hitting 100 km/h in 10.98 seconds, it was fast. With new innovations and design principles in safety, it was safe. And it was lavishly comfortable too while being reasonably priced for its segment. A lot of hope and pride was resting on this vehicle, but whether it would be successful was up for the free market and history to decide.
