1966 Maybach

Voisin C5

admin — Fri, 26 Jun 2009 07:16:54 +0000

Voisin C5
Car : Voisin C5
Year : 1925
Engine : 4 cylinders in line
Bore and stroke :95?140 mm
Cylinder capacity : 3969 cc
Gears : 4 forward
Brake horse power :80
Maximum speed : 93 mph
Wheelbase : 10 ft 11? ins (3.34 m) or 11 ft 8? ins (3.57 m)
Suspension : front and rear :semi-elliptic leaf- springs
Gabriel Voisin’s name is one of the most highly regarded in France because of the advanced designs that he produced. He was initially a builder of airplanes, in fact it was Voisin who built the first French airplanes on a commercial basis. He always associated automobiles both technically and in appearance with aircraft. They were original and futuristic cars, but were also powerful and luxurious, belonging mainly to royalty and aristocracy.

Voisin C5

For his first car Voisin had bought the manufacturing rights to an 18 CV sleeve valve engine form Andr? Citro?n, which Citro?n had obtained from Panhard and then decided that it did not suit their needs. This engine powered Voisin’s C1, which was a sports model developing 150 bhp at 4,000 revs. The touring version developed 80 bhp at 2,500 revs and had a top speed in fourth gear of 93 mph and 65 mph in third. The C3 followed, and this also had a very good performance. Finally came the C5. This model differed in having magnesium pistons and a higher compression ratio. It developed 100 bhp at 2,700 revs and had servo-assisted brakes.
The last design of Voisin was a mini car powered by a 125 cc engine called the Biscooter. This highly original model was popular in Spain.

Turcat-Me’ry 18 CV

admin — Fri, 26 Jun 2009 07:14:55 +0000

Turcat-Me’ry 18 CV
Car : Turcat-Me’ry 18 CV
Year : 1911
Engine : 4 cylinders in line
Bore and stroke :90?130 mm
Cylinder capacity : 3307 cc
Gears : 4 forward
Brake horse power :-
Maximum speed : -
Wheelbase : –
Suspension : front and rear :semi-elliptic leaf- springs
Turcat-Me’ry is one of the French makes most prized by collector of veteran cars. The company was formed by two cousins, Le’on Turcat and Simon M?ry. Their first vehicle was produced in Marseilles in 1897, but the company Socie’te Turcat-Me’ry et Compagnie was not founded until two years later. Their cars were robust and were distinguished by their 5-speed gearboxes (n some models) and their similarity to the cars of De Dietrich, a firm for whom Turcat and Me’ry worked.

Turcat-Méry 18 CV

Their collaboration with De Dietrich was so extensive and demanding that the pair moved to be near the latter at Luneville and later in Paris. Louis Mary, Simon’s brother remained at Marseilles. The two partners later became fully independent again.
Until 1908 Turcat-Me’ry cars had chain drive, but shaft drive from 1909 onward; their 4-cylinder engines had a stroke of 1300 mm, the bore being varied according to the cylinder capacity of the model. The final years of activity were dogged by financial problems. The introduction of a sport car, the 4-cylinder RGH, was well received but it was not, on its own sufficient to restore order to the company’s finances. New models with 1200 and 1600 cc engines built by SCAP and CIME similarly failed. In 1929 Turcat-Me’ry closed.

Tracta

admin — Fri, 26 Jun 2009 07:12:20 +0000

Tracta
Car : Tracta
Year : 1930
Engine : 4 cylinders in line
Bore and stroke :67?105 mm
Cylinder capacity : 1487 cc
Gears : 4 forward
Brake horse power :-
Maximum speed : -
Wheelbase : 8 ft 6 ins (2.59 m)
Suspension : front and rear : telescopic shock-absorbers and sliding swinging half axles
Tracta was only in business between 1925 and 1934, but it was one of the first car manufacturers to adopt front wheel drive. The firm was founded in 1925 by the engineer J. A. Gr?goire and Pierre Fenaille at Asni?res and it was intended to produce high quality cars.

Tracta

The front wheel drive Tracta made their name at Le Mans in particular, where they were always successful. Gr?goire used a SCAP engine and the Cozette supercharger. A feature of front wheel drive cars was the lack of a transmission (propeller) shaft tunnel and this allowed cars with a very low centre of gravity to be designed, which made them very stable. Pierre Fenaille devised a constant velocity joint which overcame the problem of connecting the transmission directly to the steerable wheels. The car illustrated has an unusually long hood, a tiny passenger compartment and minimal ground clearance.
The development of the constant velocity joint absorbed almost all the small factory’s resources, and production ceased in 1934. However, Gr?goire and Fenaille continued to work on the constant velocity joint for front-wheel drive and this was later adopted by many car producers, and was even used on the Jeep.

Talbot 10/23

admin — Fri, 26 Jun 2009 07:11:01 +0000

Talbot 10/23
Car : Talbot 10/23
Year : 1923
Engine : 4 cylinders in line
Bore and stroke :60×95 mm
Cylinder capacity : 1075 cc
Gears : 3 forward
Brake horse power :23
Maximum speed : 50 mph
Wheelbase : 9 ft 4¼ ins (2.87 m)
Suspension : front and rear :semi-elliptic leaf- springs
The Talbot Company began as Clement-Talbot in London in 1903 as a joint verture by Adolphe Clément, Lord shrewsbury and Talbot. Its initial purpose was to import the French Clément-Bayard cars, but in 1906 it started independent production, marketing its cars under the name Talbot. In 1919 Clément- Talbot was bought by the French frim Darracq, and in 1920 this absorbed Sunbeam as well, and S.T.D. Motors was formed. Following this transaction matters became more complicated as Darracq was known as Talbot in France and Talbot-Darracq in Britain. In racing the group’s cars were known as either Sunbeam, Talbot or Darracq.

Talbot 10/23

The car pictured here is, in fact, an English-built Talbot. It was a development of the 1922 8/18 and it was the work of the designer George Roesch. The engine had overhead valves, coil ignition, the differential was on the rear axle and the wheelbase was longer than the 8/18’s, enabling it to carry four people. In 1935 the S.T.D. group was acquired by the Rootes broters, and the French by Major Antony Lago, whose products became known as Lago- Talbots.

Rochet-Schneider 25 CV

admin — Fri, 26 Jun 2009 07:09:38 +0000

Rochet-Schneider 25 CV
Car : Rochet-Schneider 25 CV
Year : 1911
Engine : 4 cylinders in line
Bore and stroke : 105?140 mm
Cylinder capacity : 4849 cc
Gears : 4 forward
Brake horse power :-
Maximum speed : -
Wheelbase : 10 ft 10 ins (3.30 m)
Suspension : front :semi-elliptic leaf- springs ;rear: ? elliptic leaf- springs
Rochet-Schneider was one of the few makes at the beginning of the twentieth century that never raced, but this did not affect its success. It was founded in 1894 by Edouard Rochet and Theophile Schneider in Lyons, and they began by building bicycles. In 1910 Schneider left and set up his own company.
A feature of the cars built by the two partners was their resemblance to Panhard and Benz models. Although this indicated a certain lack of originality in the design it was also widely felt that their cars were better built than their immediate rivals.

Rochet-Schneider 25 CV

The 25 CV of 1911 was one of the most successful models. It had high tension magneto ignition and shaft drive. It was followed up by a 5500 cc 6-cylinder vehicle and gradually side valves were abandoned in favour of overhead types. The precision and quality of the firm’s products let to Rochet-Schneiders being built under licence by Moyea and Sampson in the United States; by Nagant and FN in Belgium; by Florentia in Italy and by Martini in Switzerland. By 1932 Rochet-Schneider concentrated entirely on commercial vehicles but before then a 5400 cc 6-cylinder with dual ignition and servo-assisted brakes and been put into production.

Renault coupe’ 12 CV

admin — Fri, 26 Jun 2009 07:07:32 +0000

Car : Renault coupe’ 12 CV
Year : 1921
Engine : 4 cylinders in line
Bore and stroke : 80?140 mm
Cylinder capacity : 2814 cc
Gears : 4 forward
Brake horse power :-
Maximum speed : 50 mph
Wheelbase : 8 ft 8 ins (2.64 m)
Suspension : front and rear: semi-elliptic leaf- springs
The 12 CV coupe’, also designated EV, had a lowered chassis and the bodywork was built by Kellner.The hand brake acted on the rear wheels and the brake pedal on the transmission. The version illustrated here had a maximum speed of 50 mph. Renault continued to build these vehicles with radiators mounted behind the engine until 1929.

Renault Coupe 12 CV

From 1922, however, Renault fitted four wheel brakes on large cars (18-40 CV), and , with time, this extended to other models: the 10 CV of 1923 and the 6 CV of 1924.
Again in 1922 a minor stylistic revolution took place: the characteristic alligator (coal scuttle) shaped hood was replaced by a pointed with the lines of the body’s waist. Placed centrally in the hood was a circular cast metal badge, in its middle was the word ‘Renault’ and this was edged by two bars. Two years later the badge took its final, diamond shape.

Renault 6 CV NN 4 CIL

admin — Fri, 26 Jun 2009 07:03:56 +0000

Car : Renault 6 CV NN 4 CIL
Year : 1925
Engine : 4 cylinders in line
Bore and stroke :58?90 mm
Cylinder capacity : 951 cc
Gears : 3 forward
Brake horse power :-
Maximum speed : 47 mph
Wheelbase : 8 ft 0 ins (2.43 m)
Suspension : front :semi-elliptic leaf- springs ;rear: transverse leaf- springs
The 6 CV started as a 3-seater torpedo in 1922 and was intended to compete with the Citro?n 5 CV. It was an economical model and it featured an important technical innovation. It had the first removable cylinder head which made repair work a much easier task.

As a clever publicity stunt, it was arranged for it to travel, apparently driverless, through the streets of Paris to catch the public’s attention. In 1924 a 4-seater torpedo entered production, which had four wheel brakes.
The advertising launch of the torpedo dwelt upon the car’s qualities of endurance. In 1926, between March 29, and April 6, this car covered 10,000 miles

(16,000 km) on the Miramas circuit in 203 hours, at an average speed of 49 mph, stopping only to refuel. In 1927 it made the first solo crossing of the Sahara. The car was now firmly categorized as being hard-wearing and enduring. The 6 CV NN weighed 2,380 pounds (1,080 kg) and had a maximum speed of 47 mph.

The largest Renault of the 1920s was the 45, with a 6-cylinder engine of 9121 cc capacity. It had servo-assisted brakes, weighed 5,730 pounds (2,600 kg) and had a maximum speed of 84 mph. Its physical power earned it the title ‘sa Majeste la 40 CV’ and it was more than 16 feet 5 inches (5.0 m) in length. The chassis provided a basis for variety of coachwork and many designers used a great deal of imagination over it as custom built cars were than very fashionable in France. Renault, however, were also keen to demonstrate its basic qualities and on May 11, 1925 a 4-seater torpedo version of the 45 cove

red 107 miles (172 km) in one hour on the Parisian circuit of Montlh?ry. This beat the world record of 97.903 mph for six hours. A few days later it averaged 100.456 mph over 12 hours and 87.700 mph over 24 hours.

: Renault 6 CV NN 4 CIL

Germany

admin — Fri, 26 Jun 2009 07:02:43 +0000

Germany has produced relatively few types of cars. The number had been reduced even further since the Second World War as contact between manufacturers in East Germany and those in the West has gradually diminished. There is one unusual feature of this industry’s history and that is the outstanding success of Mercedes or Daimler Benz.
In 1890 Gottlieb Daimler and William Maybach Gesellschaft in Cannstatt and granted manufacturing licences to Panhard and Levassor and Peugeot in France. Gottlieb Daimler died in 1900 and was succeeded by his son, Paul. It was at this point that Emil Jellinek, the firm’s agent in Western Europe and America, commissioned a number of cars from Daimler provide that they bore his daughter’s name; Mercedes. From then on all passenger cars produced by the firm bore the name. In 1926 Daimler merged with Benz and the company name became Daimler-Benz; but the name Mercedes continued to be used for the cars.
Throughout its existence Mercedes has always been distinguished by the great variety of its products.
The company that was responsible for the advent of the car in Germany was Opel. Opel has always principally catered to the lower levels of the market. It was founded in 1862 by Adam Opel for the manufacture of sewing machines, then bicycles in 1886 and cars in 1898.

Geramany Car

admin — Fri, 26 Jun 2009 07:02:23 +0000

Opel aimed to cover a large part of the market and engaged in some racing. (at that time it was essential to do so to become known), but its small cars were the most important. 1912, the fiftieth anniversary of its birth coincided with the production of its ten thousandth car. The firm alternated mass production of popular small cars with luxury models. It was the former, however, such as the P?ppchen and the Laubfrosch that gave it success and esteem. In 1929 Opel sold most of its shares to General Motors.
Ford entered the German market at almost the same time as General Motors (1925), by opening an efficient assembly workshop with only 37 employees. Rather than an assembly shop this initial establishment provided premises for the customs clearance of cars imported to the United States. It was in 1926 that Ford began assembly work and on April 18 of that year that the first Model T Ford was put on the market. By 1929 Ford began building a new factory in Cologne. By 1937 the factory had 40,000 employees and production was above 600,000 units.
BMW was another illustrious make whose origin was the result of the merger in 1916 of Rapp and Custav Otto, two firms from Munich. The new firm was initially known as Bayerische Flugzeugwerke and then in 1917 as Bayerische Motoren Werke. It manufactured engines for airplanes at first and then engines for motorcycles. BMW became involved with cars in 1928 when it bought the manufacturing licence to the Dixi. In 1931 it began to produce cars entirely of its own design. The 328 was announced in 1936 and contained many innovations (mass produced light alloy cylinder heads, overhead valves arranged in a V, three up-draft carburetors and a radiator for cooling the oil). Despite this only 462 examples of the car were built. Subsequently, without abandoning motorcycles, BMW concentrated on the growing luxury car market.