Facel Vega HK500

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Für 1959 wurde der Facel Vega HK500 eingeführt. Im Grunde war es nur umbenannt, aktualisiert FVS. Ausgestattet zunächst mit dem 335 PS 5,8-Liter-V8 aus den FVS, die HK500 erhielt bald eine 360 PS 6,3-Liter-Chrysler V8 macht für eine Höchstgeschwindigkeit von 147 mph (237 km / h). 60 Meilen pro Stunde kam in 8,5 Sekunden.

Zunächst Scheibenbremsen waren optional, zum Standard im April 1960. Die knusprig konzipiert Facel Vega II ersetzt das HK500 in 1962, nach 489 gebaut worden war. Einer war ein speziell angefertigten Cabrio. Insgesamt FV / HK Produktion war 842 oder 846 je nach Quelle.

1959 들어, Facel 베가 HK500이 도입되었다. 기본적으로 그냥 변경, 업그레이드 FVS했다.335 HP 5.8 리터 FVS의 V8을 처음 갖추고, HK500는 곧 147mph의 최고 속도 (237kmh)에 대한 제작 360 BHP 6.3 리터 V8 크라이슬러을 받았습니다. 시속 60 마일은 8.5 초에왔다.

처음 디스크 브레이크 에이프릴 1960 년 표준이되는, 선택했다. 489이 구축 된 후 crisply 설계 Facel 베가 II는 1962 년 HK500을 대체. 하나는 특수 제작 컨버터블이었다. 총 FV / HK 생산은 소스에 따라 842 또는 846이었다.

For 1959 blev det Facel Vega HK500 indført. Væsentlige, det var blot et omdøbte, opgraderede FVS. Udstyret i første omgang med den 335 hk 5,8-liters V8 fra FVS, den HK500 snart fik en 360 hk 6,3 liters Chrysler V8 gør for en tophastighed på 147 km / h (237 km / t). 60 miles i timen kom op i 8,5 sekunder.

Oprindeligt skivebremser var valgfri, bliver standard i april 1960. Den skarpt designet Facel Vega II erstattede HK500 i 1962, efter at 489 var blevet bygget. Den ene var en specielt fremstillet cabriolet. Total FV / HK produktion var 842 eller 846 afhængigt af kilden.

Para 1959, el Facel Vega HK500 fue introducido. Esencialmente, era sólo un nuevo nombre, FVS actualizados. Equipado al principio con la CV 335 de 5.8 litros V8 de los FVS, el HK500 pronto recibió un 360 CV 6.3 litros V8 de Chrysler de decisiones para una velocidad máxima de 147 mph (237 km / h). 60 millas por hora subió en 8,5 segundos.

Inicialmente los frenos de disco eran opcionales, convirtiéndose en norma en abril de 1960. El quebradizo diseñado Facel Vega II sustituyó al HK500 en 1962, después de 489 habían sido construidos. Uno era un convertible especialmente. Total FV / HK producción fue de 842 o 846 dependiendo de la fuente.

For 1959, the Facel Vega HK500 was introduced. Essentially, it was just a renamed, upgraded FVS. Equipped at first with the 335 hp 5.8-litre V8 from the FVS, the HK500 soon received a 360 bhp 6.3 litre Chrysler V8 making for a top speed of 147 mph (237 km/h). 60 miles per hour came up in 8.5 seconds.
Initially disc brakes were optional, becoming standard in April 1960. The crisply designed Facel Vega II replaced the HK500 in 1962, after 489 had been built. One was a specially made convertible. Total FV/HK production was 842 or 846 depending on the source.



 1959年，Facel維加HK500進行了介紹。從本質上講，它只是一個更名，升級FVS。搭載的335馬力5.8升V8發動機的FVS，HK500很快就收到了360匹馬力6.3升克萊斯勒V8，最高時速為147英里每小時（237公里/小時）。以每小時60英里的速度在8.5秒內。

最初，盤式制動器是可選的，1960年4月成為標準。清脆設計的Facel VEGA II取代了HK500於1962年，經過489已建成。一個是特製的敞篷車。總FV / HK產量為842或846的源。



 Для 1959 года, Facel Vega HK500 была введена. По сути, это был просто переименован, обновлен FVS. Оборудованный сначала с 335 л.с. 5,8-литровый V8 от FVS, HK500 вскоре получил 360 л.с. объемом 6,3 л V8 Chrysler делает для максимальной скорости в 147 миль / ч (237 км / ч). 60 миль в час пришла за 8,5 секунды.

Первоначально дисковые тормоза были необязательными, становятся стандартом в апреле 1960 года.Решительно предназначен Facel Vega II заменил HK500 в 1962 году, после 489 был построен. Один из них был специально сделан кабриолет. Всего FV / HK производство было 842 или 846 в зависимости от источника.


لعام 1959، تم عرض فيغا Facel HK500. أساسا، كان مجرد إعادة تسميته، FVS ترقية. في البداية مجهزة مع حصان 335 V8 5.8 لتر من FVS، وتلقى HK500 قريبا ب 360 حصانا 6.3 لتر V8 كرايسلر مما يجعل لسرعة قصوى من 147 ميلا في الساعة (237 كم / ساعة). وجاء 60 ميلا في الساعة في 8.5 ثانية حتى.

في البداية قرص الفرامل اختيارية، ليصبح معيار في ابريل نيسان عام 1960. استبدال تصميم هش Facel فيغا الثاني HK500 في عام 1962، بعد أن تم بناء 489. كان واحدا للتحويل صنعت خصيصا. وكان مجموع FV / 842 HK الإنتاج أو 846 حسب المصدر.

Facel Vega

Facel founder Jean Daninos’s primary goal for his company was to create a postwar car that would bring his native France back to the front of the GT market. Facel already had plenty of experience in manufacturing cars for other companies, and a contract cancellation left one of its factories running well below maximum output. With the facilities, the resources, and -- perhaps most importantly -- the drive to succeed, Daninos set out in earnest to make his goal a reality.
He began with the Facel Vega, a superbly-constructed machine that borrowed some of the best parts from around the industry, including Chrysler’s famous Hemi engine. It was costly, but Daninos wisely targeted the wealthy California import market, and found success.
Later models, such as the Facel HK500 and Facel Facellia, took their body styling cues from the Vega, creating a new, distinctive look. Unfortunately, engine issues surfaced in the Facellia, driving customers away and tarnishing the company’s reputation. Worse, Facel didn’t have deep enough pockets to react quickly to these problems, and Daninos was eventually forced to close Facel’s doors.
In the next few pages, you’ll learn more about Facel’s rise and fall, through detailed car profiles and in-depth history. Take a look at how Facel very nearly pulled through, and how -- even though the company didn’t survive -- Daninos just might have achieved his goal anyway.            auto.howstuffworks.com    

Facel Vega - History

Before World War 2 France bred some of the great classic sports and luxury cars: vehicles made by Bugatti, De!age, Delahaye, Hispano-Suiza and Hotchkiss were spoken of in the same breath as Rolls-Royce and Mercedes-Benz. However, when the debris of war was cleared away in 1945, several of the great names never reappeared, and those that did lasted only a few years before withering away.

There were two main reasons for this: the French economy left few people wealthy enough to buy expensive sports and luxury cars; but mostly it was the French car taxation system which killed off the makers of luxury cars. The government imposed a punitive tax on cars over 15 hp which ranged up to nearly a tenth of the price of a luxury car - and this was not a oncer - but a tax payable each and every year you owned it!

The tax virtually killed off all French cars with engines over 2.8 litres. Although several makers attempted to build special cars with engines below this limit, they were unsuccessful, largely because of the low specific output of most non-racing engines, which meant that few cars could aspire to real high performance or carry a large luxury body.

Jean Daninos

It seemed that France was destined to become a producer of micro economy cars for the masses, but Jean Daninos had other ideas. Daninos was the owner of Facel Metallon, a company which he had formed before the war to carry out general engineering work. The company was involved in making parts for the aircraft industry, building office furniture and a variety of other sub-contract work.

Daninos entered the motor industry when several French manufacturers who required bodies for specialised cars came to Facel for this work to be done. Facel built bodies for the Dyna Panhard, the Simca Sport coupe and the Ford Comete and, in so doing, gained a good deal of expertise both in body building and design, as the company assisted with design work on some of the bodies.

The Simca Plein Ciel

Although Facel continued to build Simca bodies into the 1960s, they lost the Panhard contract when Panhard decided to build their own bodies, and Daninos decided to go into car manufacturing himself. The company had already built special bodies on Bentley chassis and had a great deal of influence on the design of Simcas like the Plein Ciel, so it was not a great step for Facel to take. Their first effort was a four-door saloon which owed a good deal to Simca styling although it used mostly Ford components. However, it was too much like other cars already in production and Daninos decided to go for the luxury market.

The car which was unveiled at the 1954 Paris Motor Show set the motoring world talking; not only was it the first luxury car of any consequence to emerge from France since the war, but it was as good as contemporary foreign cars. Although the body shape was reminiscent of the Simca coupes which Facel were building, the nose treatment was novel. The radiator incorporated a vertical section flanked by two small horizontal grilles, with the lights set into separate housings in the front wings. This Facel trademark was to remain with the marque, albeit in modified form, for the rest of its ten-year life span.