Piston.my

Turkish Car

In the 20th century, becoming a significant player in the auto industry required experience and staying power to withstand the cyclical nature of the industry. From the time of the world’s first car by Karl Benz, hundreds of individuals and companies have come and gone in their attempts to establish themselves, only the fittest and strongest making it through the decades to today.

But in the 21st century, the game has changed and long experience is not necessarily required. The products are changing and instead of ‘transport’, ‘mobility’ is the catchword today. Numerous start-ups have appeared in the industry in the past 20 years, offering a new generation of vehicles, mostly running on electricity. Though fragmented in one sense, they pose a challenge to the established brands which have resources but are hampered by their size when it comes to charting new courses forward.

Togg at CES 2022

The best example of these newcomers is Tesla, just 17 years old and, in 2021, Kantar BrandZ found it to be the most valuable and fastest growing auto brand on the planet, more than trebling its value from 2020. And its co-founder, Elon Musk, became the richest person in the world with a US$278 billion net worth at the end of 2021.

Others are obviously inspired by such success and in Turkey, M. Gurcan Karakas has started a company that is not a traditional automobile manufacturer but will enter the auto industry with differentiated approach as a technology brand focused on mobility. Introducing his 3-year old company, Togg, at CES 2022 this week, Gurcan Karakas said: “The transformation that occurred in the mobilephone industry in response to changing user expectations is occurring in the automotive industry today. More agile, creative, collaborative, user-centric organizations, not necessarily the big and established brands, will be the most successful in the near future. The race in this field is just beginning, and we are in this race. Moreover, we have a significant advantage because we were born into this world.”

Togg at CES 2022

Togg at CES 2022

Togg at CES 2022

Togg aims to serve as the backbone of the Turkish mobility ecosystem with 100% Turkish intellectual and industrial property. It will be Europe’s first non-classical born electric SUV manufacturer when it begins production in Gemlik later this year, rolling out electric and connected next-generation vehicles and a mobility ecosystem to support them. By the end of this decade, the company expects to be producing a million vehicles in 5 different segments.

Togg at CES 2022

“By the end of 2022, we will launch our first mass production vehicle,” said Gurkan Karakas. “Our first vehicle in the C-segment, an SUV, will be launched in the first quarter of 2023 following the completion of homologation tests. It will be the first electric SUV produced in continental Europe by a non-traditional manufacturer. A C-segment sedan and a C-segment hatchback will then enter production. With the addition of the B-SUV and C-MPV to the family in the coming years, our product range will be completed with 5 models sharing the same DNA and same platform.”

Referring to its model shown at CES 2022 as a ‘smart device’, the car has a dynamic fastback form that introduces Togg’s styling DNA. The basis of the car’s styling concept is the muscular rear design and the shoulderline that extends from the headlights to the rear, presenting a strong side profile.

Togg at CES 2022

Togg’s team sought to retain the company’s Turkish origins while creating a global brand. The car’s illuminated Togg logo is said to represent the unification of Eastern and Western cultures. “The two arrows in the logo design represent the fusion of East and West, forming a gemstone in the center. The duality theme in our logo encourages us to strive for a rational and emotional balance between East and West in both exterior and interior design. Additionally, our logo emphasizes that Togg is a technology company that connects technology and people at the juncture of today and tomorrow through its life-improving mobility solutions,” Gurkan Karakas explained.

Gemlik, the home of Togg located 128 kms south of Istanbul, is a world leader in olive production. By establishing what is claimed to be Europe’s cleanest production facility, Togg aims to ensure that the centuries-old olive trees in the city continue to thrive for thousands of years. This ambition was presented at CES by a real olive tree – with a lifespan of over 1,000 years – planted alongside a 3D-printed olive tree made from recycled plastic, created in 1001 hours.

Togg at CES 2022

Recent news reports have mentioned that our Prime Minister, Tun Dr. Mahathir Mohamad, has been having discussions with Turkey on providing expertise for automobile production. This offer could tie in well with the plan of the country’s President Erdogan to produce its first domestic car within the next few years.

To most Malaysians, this may seem like the first time that Malaysia is connecting with Turkey with regard to auto industry business. However, there was already a connection over 20 years ago when Proton was exporting its cars there. From official information available up to May 2001, Proton exported almost 6,000 cars to that country. The cars were well received and owners even formed a Turkey Proton Club.

Proton continues to be represented by Ulu Motor which took on the distributorship in 2004. It sells models like the Exora, Preve, Saga FLX and Persona.

M Fadil Akgunduz in 1999

Plan for a Turkish car in late 1990s
But what’s more interesting is the plan for a Turkish car, as mentioned earlier. Back in 1999, a Turkish businessman by the name of M. Fadil Akgunduz, Chairman of Jet Otomobil Pazarlama (JetPa) Holdings, was already planning to produce a domestic Turkish model by 2002. I happened to meet Mr. Akgunduz at a European motorshow in 1999 and got to know about his ambitions.

One of the companies owned by Mr. Akgunduz was the first Proton distributor in Turkey, having started importing the Malaysian cars in 1997. He saw much potential for the Malaysian cars, especially as they came from a fellow Muslim nation, and was inspired to come out with a Turkish car in due course.

He believed that a Turkish domestic model could sell well in Europe as he could count on the 400 million Turks (at that time) living in European countries, especially in Germany, to give their support. These future customers could buy up to 250,000 cars and he expected that up to 70% of his factory’s production could be for exports.

Styling of IMZA 700 prototype was believed to have been done by ex-Volvo designers.

The IMZA 700
The Turkish car was called the IMZA 700 (the number referring to the 700th anniversary of the Ottoman Empire’s founding) and a prototype had been unveiled in October 1998. The prototype was developed by CMAK Ltd (a British company then owned by Malaysia’s EP Manufacturing Bhd.) and the Orbital Engine Corporation Ltd of Australia.

The orbital engine (which had inherent issues that prevented it from being commercialized) was only for the prototypes. Production models were to have 1.2-litre and 1.6-litre petrol and diesel engines.

US$2.7 billion project
The whole project, including the factory, was expected to cost as much as US$2.7 billion and this was back in the late 1990s. Mr. Akgunduz knew about Proton’s huge factory being built in Tg. Malim and wanted to do the same thing in Turkey. He envisioned a production capacity of up to a million units annually by 2012 (from two factories).

He said he had been in discussions with Proton to see if they would want to assemble some of their models at his new factory in Siirt and reciprocally, he would consider assembling the IMZA 700 at their new factory for sale in Malaysia and the neighbouring countries.

I had forgotten about the IMZA 700 and the ambitious plan of Mr. Akgunduz until the recent news about our PM offering automotive expertise to Turkey brought back memories of that meeting. So what happened to the Turkish car? From various reports in the early 2000s, there were investigations into the way funding was being obtained and German and Turkish government agencies took action against JetPa and its owner, which eventually killed the project.

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