I had to do a reverse image search to find out what that is - A Hispano-Suiza electric concept car.
So in the limited number of Spanish car makers I could have gone the obvious way and posted a SEAT, but I'm going to put up a Pegaso instead, specifically a 1955 Pegaso Z-102 Berlinetta Series II (nice, isn't it?)
If you follow this further you end up at the 1938 Hispano-Suiza H6B Dubonnet Xenia:
The Hispano-Suiza H6B Dubonnet Xenia is a one-off luxury car made by Spanish automobile manufacturer Hispano-Suiza for French pilot and racing car driver André Dubonnet in 1938. The car was built on the chassis of the Hispano-Suiza H6B, however it uses the larger, more powerful engine from the H6C and an entirely new body design by luxury coachbuilder Jacques Saoutchik
I presume that leaf and coil suspension is the most common type of suspension. Dubonnet suspension must have been expensive and I would say complicated. Citroen is, I would say also known for is complicated suspension system.
France at that time had a large rural population which could not yet afford cars; Citroën used the survey results to prepare a design brief for a low-priced, rugged "umbrella on four wheels" that would enable four people to transport 50 kg (110 lb) of farm goods to market at 50 km/h (30 mph), if necessary across muddy, unpaved roads. In fuel economy, the car would use no more than 3 l/100 km (95 mpg‑imp; 80 mpg‑US). One design parameter required that customers be able to drive eggs across a freshly ploughed field without breakage.
The suspension system, designed by Alphonse Forceau, used front leading arms and rear trailing arms, connected to eight torsion bars beneath the rear seat: a bar for the front axle, one for the rear axle, an intermediate bar for each side, and an overload bar for each side. The front axle was connected to its torsion bars by cable. The overload bar came into play when the car had three people on board, two in the front and one in the rear, to support the extra load of a fourth passenger and fifty kilograms of luggage.
Which takes us neatly to Italy's answer to the ADO16, the Autobianchi Primula.
We get there by way of the Innocenti version of the ADO16 and Fiat's desire to create their own vehicle that served the same market segment while also making use of the technological innovations of the AD016, such as front wheel drive. The Innocenti version of the ADO16 highlighted what did and didn't work for the Italian market, so the Primula would do away with the gearbox-in-sump of the BMC-Innocenti models and instead make use of a more conventional, in some ways, end-on transmission. Clever packaging kept the width of transmission and engine quite narrow even when mounted transversely and would, as with the ADO16, dictate the width of the car. Remarkably, the Primula had disc brakes all round, something that was practically unheard of for cars in this sector. Interestingly, the format the Primula made use of for engine and gearbox becamse pretty much the standard for front wheel drive cars going forwards, with the taller gearbox-in-sump option falling by the wayside and only really persisting with British Leylands models into the 80s, and the Mini just making it into the 21st century. Stacking the engine on top of the gearbox for the BMC layout just wasn't that practical for more modern, aerodynamic bodyshapes, and Fiat's innovation would prove to be the more versatile option.