Grant Ford - Vintage Vehicle Zone

PAST MARQUES - 8

Grant Ford looks back over the decades at manufacturers whose names have long disappeared into the exhaust plumes of history…

 

 

 

 

 

 

 

 

 

 

 

 

Pre WW1

 

De Dion Bouton – France 1883-1932

 

 

Automobile pioneers, a fully justified title for financier Comte de Dion and mechanical genius George Bouton, although it was steam power that pushed their interest in the early days. By 1895 the petrol engine had been developed and was powering their tricycles and the first quadricycle enjoyed a 3.5hp single cylinder of 402cc at the turn of the century. Advanced engineering employed the use of coil ignition and contact breakers or points. By 1904 the Puteaux factory on the outskirts of Paris had produced 40,000 power plants and just a year before the companies first twin cylinder engine was built. All machines leaving the plant in 1908 were fitted with conventional gearboxes and in 1910 a 6.1 litre V8 had been developed; this would be increased in stages to 7 litres then 7.8 and finally 14.7. The new V8 enjoyed success at the Targa Florio in 1913 and 1914 finishing 4th just prior to the outbreak of WW1. Although De Dion Bouton continued producing buses, taxis and commercial vehicles in large numbers the private car demand slowed, not helped by being limited and rather expensive. In 1923 a four-cylinder machine arrived called the 10CV and this offered push rod OHV and aluminium pistons; shortly after both Mercedes and Peugeot looked into buying De Dion Bouton. The final throw of the dice came in 1930 with a 2.5 litre straight eight powered 16CV model but within two years the signs above the Puteaux factory were removed.

 

 

 

 

 

 

 

 

 

 

 

 

Between the Wars

 

 

Cord – USA 1929-1937

 

 

Erret L Cord wanted to build unique and stylish vehicles and considered this would make huge profits; two of the three wishes he obtained. The first front wheel drive car in America was Cord’s L29 model produced by the Auburn Automobile Company in Indiana; the marque owned by Cord himself. Placed between Auburn’s own brand and the more up-market Duesenberg (another of Cord’s brands) the three marques were aimed towards the more affluent ‘Stateside’ customer. The L29 arrived just in time for the ‘Wall Street Crash’ and although the price was reduced over the next two years from $3295 to $2595 sales were understandably low. The L29 was phased out after 4429 were built concluding production in 1932; where after the marque of Cord remained dormant. Towards the end of 1935 the Gordon Buehrig designed Model 810 arrived, originally designated for the Duesenberg range it received the Cord logo which fitted perfectly, being front wheel drive. Another innovation was the wrap around chrome louvered grill with concealed headlights, something that wasn’t common until the 1960s. Powered by a 3.5 litre V8 the Cord offered 125bhp and stunning, futuristic looks. In 1937 the 812 arrived, this featured a super charged V8 and increased performance to 195bhp but the Cord was a luxury at a time of national hardship and just 2320 examples of the 810 and 812 were sold. The Cord design was appreciated by New York’s Museum of Modern Art and its popularity as America’s favourite classic car has seen a selection of replica models come onto the market. The factory at Auburn ceased production in 1937 and three great automotive names faded into history.

 

 

 

 

 

 

 

 

 

 

 

 

Post WW2

​

HRG England – 1936-1956

 

 

By combining the surnames of three automotive engineer’s E N Halford, G H Robbins and H R Godfrey (of GN fame) many believed the natural successor to Fraser Nash was born; HRG. From their base in Tolworth, Surrey the typical vintage British sports cars would be produced utilising the Meadows 1.5 litre power plant. Available for £395 the HRG offered the British sports car experience, weighing in at 1570lbs it had little trouble in achieving 90mph.  In 1938 the company also sampled the 1100cc Singer motor that option increased to include a 1.5 unit the following year. The company raced with success at Le Mans, the Isle of Man and the Spa 24 Hours and although not produced in very high numbers the name HRG was certainly appreciated. Post war, little changed on the design front but in competition the marque took many class wins both on track and in rallies, including the 1949 Belgium 24-hour race. Sales though declined from 40 in 1948 to 25 in 49 and during 1950 a mere 11 HRG’s were sold. The export market remained interested and the company worked on a more modern 1.5 litre with all round independent suspension, a twin OHC engine with more aerodynamic bodywork and superior hydraulic brakes but nothing really came of their endeavours. Car production stalled in 1956 although the engineering shop continued until 1966. Overall about 240 HRG’s were built of which around 225 survive today which is remarkably high for any classic British sports car and emphasises not just the original build quality but also the loyal following the marque has sustained over the decades.

 

 

 

 

 

 

 

 

 

 

 

 

 

Modern Era

 

FSO Polonez – Poland 1978-2002

 

 

Pronounced as one of the ‘ten cars that should never have been built’ the FSO Polonez (from the Polish word for dance ‘Polonaise’) was a model reborn from the older Polski-Fiat brand. The origins of their car remained the Fiat 125 which dated back to the 60’s and was a great example of how to take a fairly good car and make a bad one. The Polski-Fiats had been built under a licence agreed between the two parties since 1932 but when the Fabryka Samochodów Osobowych factory in Warsaw entered a new era in 1978 they chose a new body for the trusty 125P. The Giorgetto Guigiaro design was initially to enjoy Fiats 2.0 litre twin cam motor but the aged 1.5 unit was installed and remained the mainstay until 1991. 3, 4 and 5 door versions were produced along with a popular pick-up truck and during the 80s limited numbers of 2.0 turbo and VW diesel versions appeared, mainly for the home market. Their appeal was price and exports around the globe brought in some much needed foreign currency just as the iron curtain was crumbling. Ford, Citroen and even Rover supplied engines to FSO into the 1990s, the latter being the 1.4 K series unit which also found its way into the 1994 Prima race car. Quality increased slightly and GM took an interest in the plant but it was Daewoo that took over production in 1995 using the Warsaw factory to assemble its European products. When Daewoo itself collapsed in 2000 the future for the FSO Polonez looked bleak, alternate owners were sought but the official end of production went unnoticed by most in 2002.

​

​

​

​

PAST MARQUES - 9

Grant Ford looks back over the decades at manufacturers whose names have long disappeared into the exhaust plumes of history…

​

​

​

​

 

 

 

Pre WW1

 

Stutz Motor Company - USA 1911-1937

 

 

Initially, Harry C Stutz used the name of the Ideal Motor Company when embarking on motor vehicle production in 1911 although his first ‘home-built’ machine had woken his neighbours back in 1898 when Stutz was 22. Learning his trade with the American Car Company followed by the Marian Motor Company, Stutz set up his new venture near to the recently completed Indianapolis Speedway. Within a few months Ideal entered their first Indianapolis 500 race finishing a creditable 11th but for Stutz a top-ten result was his minimum requirement. Sports-race machines became the Stutz Motor Company’s core product with the introduction of the Bearcat model just prior to WW1. The ‘White Squadron Racers’ as the Stutz team became known would take championship victories in 1913 and 1915 and Stutz raised further funds by offering share options. Many were purchased by Allan A Ryan who began to influence daily running and production; Stutz took exception and left his own company in 1919. Ryan went bankrupt soon after and three investors took control of Stutz in 1922 bringing with them a wealth of new talent often ‘headhunted’ from competitors. Stutz continued with racing including a 2nd at Le Mans in 1928 (not better by a US built car until 1966) but also produced many ‘high-end’ saloon and luxury models. The Wall St crash of 1929 and subsequent depression produced the inevitable sales slump, although the marque struggled on with much reduced production the Indianapolis factory closed in 1937.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Between the Wars

 

Automobiles L Rosengart – France 1928-1955

 

 

 

A partnership between Jules Salomon (designer who drew the first Citroen’s) and car parts manufacturer Lucien Rosengart began with the production of Austin Seven’s, re-named LR 2. Under a licence Rosengart had obtained from the UK manufacture several years earlier the pair would invest in the old Bellanger plant near Paris. Reliable, attractive and cheap ensured the LR 2 success and production of up to 28 cars per day by 1930. The facelift LR 4 followed in 1932 alongside other models supplied under licence via the German marque of Adler or Citroen and the LR 439 ‘Supertraction’. Expansion increased but the larger models failed to sell as well as the original LR 2; by 1936 Rosengart was in financial difficulties and transferred the company name to Societé Industrielle de l'Ouest Parisien (SIOP). WW2 arrived and the factory was heavily damaged by the German Army, Rosengart fled to America until hostilities ceased; on his return to France he looked to continue car production. A light van (Vivor) that was a much altered LR 4 was their first vehicle post war; proving popular this continued until 1953. Rosengart himself was losing influence on the company’s direction with the rights and name already sold to SIOP in 1936.  The replacement for the Vivor was the expensive Ariette Break, a station-wagon version of the saloon, based on Renault’s 4CV. The Rosengart model was one-third higher in price than the Renault original thus by 1952 SIOP was forced into bankruptcy, unable to compete. The Neuilly factory laid off 1700 workers in late 1952 only to reopen a year later with a new model arriving in 1955. The Rosengart was still unable to compete on price and the factory doors were closed again for the final time within weeks.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Post WW2

 

Gilbern Sports Cars – Wales 1959-1974

 

 

The Welsh Gilbern was an implausible combination of two characters; a German ex-POW and a master butcher. With the first 3 letters of the name Giles Smith plus the first 4 of Bernard Friese, a company was born; from humble beginnings behind Smith’s butchers shop to a Rhondda Valley factory. Friese enjoyed an engineering background and previously worked with glass-fibre. Smith desired a ‘special’ but rather than purchase one in kit form they decided to manufacture their own; once completed the GT was tested by Autosport, producing such a positive reaction plans for more followed. Initially, their four seat GT car was sold in component form utilising all new parts but with much of the construction completed, new owners fitted power plant, running gear and some minor trim parts. New components enjoyed warranty terms and the pre-painted car could be assembled in days; also saving on Government purchase tax. During the early 1960s the GT1800 enjoyed B Series power but later cars would change to Ford with V4 and V6 configurations. The factories staffing level increased as did the production rate from 1 per month to 1 per week by 1965. A new model the ‘Genie’ arrived in 1967 but the company was struggling with development and just one year later ACE Group took control, Smith left shortly after although Friese continued another year. ACE investment increased Gilbern staff to 60 and the Invader model arrived in 1969 with updates in 70 and 71 before the company was sold on again for £1. Gilbern production spluttered on, ambitious expansion cited as part of its downfall but in March 1974 production ceased completely.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Modern Era

 

Avanti – USA 1963-2007

 

 

Studebaker needed a fresher image as the 1960s arrived and hoped Avanti was the car to achieve this. They employed radical designer Raymond Loewy, famous for the Greyhound Bus, zippo lighter and the Shell Logo to pen a vision for the younger consumer. Given just 6 weeks to complete his work a fibre glass body would be fitted, saving time and weight plus incorporating a Loewy original, the grille-less front, offering aerodynamic efficiency with unique looks. The V8 from Studebaker’s Hawk model was used with an optional super-charged version available at launch in April 1962. The pre-order count climbed but production couldn’t match, mainly due to miss-calculations and body panels failing to fit correctly. The South Bend Factory, home of Avanti, closed its doors in December 1963 but the story continued with a local Indiana Studebaker dealer. Nate Altman, determined to keep the project going along with the South Bend factory joined with business partner Leo Newman. Avanti II arrived in August 1964 fitted with a Chevy V8 from the Corvette, a much improved car on the original. Hand built Avanti II’s sold in small but profitable numbers for the next decade and following the death of co-founder Altman in 1976 his brother Arnold took the reins. The Avanti company changed hands to wealthy enthusiast Stephen Blake in 1982 when a 3rd version was built plus a coupe and convertible in 1984. A new glossy paint finish proved their downfall when it failed to adhere, forcing a massive recall programme that bankrupted Blake. Several attempts have been made to re-introduce the Avanti marque, the last and final effort came to nothing in 2007.

​

​

​

PAST MARQUES - 10

Grant Ford looks back over the decades at manufacturers whose names have long disappeared into the exhaust plumes of history…

 

 

 

 

 

 

 

 

 

 

 

Pre WW1

 

White Automobiles – USA 1900-1918

 

 

Thomas H White produced sewing machines during the late 1800s but after purchasing his first steam powered automobile in 1898 he entrusted his son Rollin to improve its reliability. Utilising a small section of their Ohio factory Rollin produced the White Sewing Machine Companies first steam powered automobile in 1900. Initial production saw 193 vehicles sold in 1902, a year later a new model offered steering wheel, shaft drive and a boiler that would offer 100 plus miles between water top ups. Racing driver Webb Jay became a household name with his White steamer ‘Whistling Billy’ which earnt its title due to the howl the burners made on the straights. Dirt track and hill climb ‘Whistling Billy’ won races against the most powerful petrol powered machines of the day and could cover one-mile oval dirt track in 48 seconds, 4 mph under the previous record at a speed of 74.07mph. In 1905 White Automobile Company separated from the sewing machine business and the following year President Roosevelt acquired a White automobile and this was often used by his Secret Service entourage on official duty. It seems those holding high office in the US enjoyed the White vehicles as 27th President W H Taft purchased one in 1911. In 1906 record sales of 1534 White cars was recorded and production of steam power continued until 1911, averaging out at 1000 machines per year across the decade. Trials of a new combustion engine followed of both 4 and 6 cylinders including a 60hp six with four speed gearbox and electric light plus starting. In 1917 the models were of 6.5 litre capacity, 16 valve over four cylinders selling for $5000, it would be the grand finale for White car production. Available by special order only until 1936 the company concentrated on trucks, tractors and buses until 1980 when the remaining truck business was taken over by Volvo.

 

 

 

 

 

 

Between the Wars

 

BNC - France 1923-1931

 

 

Bollack, Netter & Cie, three names that made up BNC and sporting car manufacturers who set up production in Paris. Their early cars were powered by SCAP engines (Société de Construction Automobile Parisienne) very popular with most fledgling auto pioneers, choosing their side valve four-cylinder engine of 900cc. By 1925 SCAP produced a Cozette super charged 1100cc unit, unique in France at the time and BNC secured these for their model named after the famous banked French circuit Montlhery. They also produced another sporting two seater named the Monza and the company enjoyed limited success within motorsport. French medal winning female athlete Violette Morris entered a BNC in the 1927 Bol d’Or 24-hour race and won the following year, another BNC entered Le Mans 24 hours and finished 8th. In 1929 the head BNC was leading its class with just a few hours left but was classified as 12th after breaking down; just ten entries completed the race. Bollack and Netter were forced from the company in the late 1920s and in stepped automotive businessman Charles de Ricou and the company released their ‘Aigle’ model. This large eight-cylinder machine was in contrast to the small sporting machines BNC were known for and whilst the model enjoyed some interest it came just in time for the Great Depression. De Ricou would struggle on for the next couple of years but by the end of 1931 all production stopped although one of BNC’s drivers had begun producing a similar style of body. André Siréjols also took the parts discarded within the factory and would continue to produce BNC type machines into the 1950s; they would become known as "B.N.C. Siréjols and were usually Ford powered. 

 

 

 

 

 

 

 

 

 

 

 

 

Post WW2

 

Z.I.S Zavod Imieni Stalina – Russia 1936-1956

 

 

The AMO or Moscow Automotive Society drew plans for a vehicle production works just after WW1 but the Russian revolution ensured it would be late 1924 before the first AMO F15 truck rolled out. Fiat trucks built under licence, the F15 remained until the factory was re-equipped in 1931 to build luxury limousines (in Russian terms) very much in line with American Packard designs. Adopting its new name Z.I.S in 1936 the factory produced their 101 Model, with a very Buick 5.8 litre straight eight combined with a three speed all synchromesh gearbox. The Stalin Works operated on a special order basis for high ranking officials, producing one or two completed cars each day; in real terms the 101 Model would have cost near to Rolls Royce values. A facelift version 102 Model was planned for 1940 but production ceased when the Germans invaded, although plans for a post war 110 Model were drawn as early as 1942. Rumours abound of a Russian trade delegation purchasing the ‘dies’ for Packard’s popular Series 180, known to be admired by Stalin himself. The Packard was the first car to have power windows fitted and so did the Model 110 and the chassis would be adapted to take ambulances and even a touring version as well official transport for the Soviet Party. Stalin himself enjoyed a ZIS Model 115, upgraded from a 110, the heavily armoured black limosine weighed 4 tons with each hydraulically powered window contributing 200kgs. No surprise that the engine was upgraded to 6 litres and the 115 resides at the Sinsheim Auto & Technik Museum in Southern Germany. After Stalin’s death the factory name changed to ZIL Zavod Imieni Likhacheva after Ivan A Likhacheva, former plant director and pioneer in experimental car construction in the 1920s. As the country removed anything attached to the Stalin name, one thing remained unchanged, vehicle production for the high ranking Russian officials; the cars they drove in were still totally inspired by their arch enemy’s automakers.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Modern Era

 

DeLorean Motor Company - UK 1975-1982

 

The DeLorean debate has hung around for years but rumours abound of a new version arriving in the next couple of years, who knows, it could be coming ‘Back in the Future’. The story ‘beggar’s belief’ as John DeLorean was actually a huge success in the American motor industry; starting with the ailing Packard brand he moved quickly through Pontiac (courtesy of the GTO) and onto Chrysler. Destined for a top job within the mighty GM, the ambitious DeLorean decided to build his own car. Somehow he managed to strike a deal with Lotus, build a factory on swampland in trouble ravaged Northern Ireland and secure £80 million of tax payer’s money from the then Labour Government. The car would be no less surprising with gullwing doors, stainless steel panels and a V6 engine that even manufacturer Renault wasn’t very impressed with. A prototype of sorts arrived in 1976 but factory construction in Dunmurry near Belfast didn’t proceed until 1978, the first cars were two years late in 1981. It had taken 24 months for DeLorean to receive a US safety certificate whilst early production cars faced a host of alterations; the DMC12 would become the car to own ‘Stateside’ where most chassis were destined. A massive down-turn in the US automobile market spelt the end for DeLorean in late 1982, ironically just when the cars achieved reliability and recognised build quality. John DeLorean was arrested for drug trafficking and the plant closed with parts still available for 100 cars. After buying up company shares and acquiring the old stock Stephen Wynne originally from Liverpool has built a successful DeLorean service/sales business across America. Following the original design closely (except the engine) a new DeLorean at around £67k is planned for 2017; production levels much lower than the original at around 50 cars per year.