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Rolls-Royce Phantom III Sports Four-seater Tourer by Thrupp & Maberly '1937

Rolls-Royce Phantom III Sports Four-seater Tourer by Thrupp & Maberly

Rolls-Royce Phantom III Sports Four-seater Tourer

Rolls-Royce is a company with an impeccable reputation that has been producing the most reliable, prestigious and expensive cars in the world for over 100 years. Its name and its inalienable attribute - the "Spirit of Ecstasy" talisman on the hood - has long been a symbol of luxury, wealth and elitism, and is recognized as a national treasure of Great Britain. The essence of Rolls-Royce was formed on the recalculation of British conservatism, design perfectionism, the highest quality standards, the aristocratic spirit of old England and royal tastes. Here you can cite the famous advertising phrase: "Owning a Rolls-Royce is not just a luxury, it is a privilege."

Design Rolls-Royce Phantom III Sports Four-seater Tourer

The Phantom III is a very special vehicle in Rolls-Royce history, the last of the pre-war "ghosts" designed by Henry Royce. Like all its predecessors, it was impeccable in the quality of hand-built, balanced mechanical parts, quiet operation of the engine and smooth running. In addition, the Phantom III was one of the most technically advanced machines of its time, which cannot be said about its conservative post-war successors.

Design Rolls-Royce Phantom III Sports Four-seater Tourer

The 7.3-liter engine was located separately from the 4-speed manual transmission, synchronized in three higher gears and available with overdrive since 1938. Due to the heavy weight, the performance of the car left much to be desired: the average fuel consumption was 28 liters. at 100 km, and the maximum speed did not exceed 150 km / h, although for Rolls-Royce this did not really matter. As in the old days, the design of the car, regardless of the bodybuilder, was determined by the monumental radiator grille and the enormous dimensions of the body. Since the model was sold with only one 142-inch wheelbase (3607 cm), the most common were 4-door limousines, sedans and coupe de ville.

Design Rolls-Royce Phantom III Sports Four-seater Tourer

Thrupp & Maberly

Like many British coachbuilders, Thrupp & Maberly traces its origins back to the pre-automotive era. It was formed in 1858 as a result of the merger of the enterprises of Joseph Trapp (founded in 1760) and George Mayberly. It was based in London's West End, and during the second half of the 19th century established itself as one of the best British horse carriage manufacturers. Since 1896, she began to manufacture automobile bodies, switching to them completely after the First World War. In 1926 it became part of the Rootes Group, but continued to build custom-made bodies for luxury brands (Rolls-Royce, Daimler and Bentley) until 1939. From 1946 to 1967. existed as a division of the Rootes Group, producing limousines and convertibles for Humber and Sunbeam.

Design Rolls-Royce Phantom III Sports Four-seater Tourer

It is one of three roadsters built on the Phantom III chassis and sports lovely one-off coachwork by Thrupp & Maberly.

Design Rolls-Royce Phantom III Sports Four-seater Tourer

Design Rolls-Royce Phantom III Sports Four-seater Tourer

Under the hood Rolls-Royce Phantom III Sports Four-seater Tourer

The base of the Phantom III's chassis was a steel frame of box girders connected by a cruciform cross member. The main innovation is the independent coil-spring and wishbone front suspension designed by GM engineer Maurice Ollie, a former employee of Rolls-Royce in Springfield. At the same time, a rigid bridge with semi-elliptical springs remained behind. From the driver's seat, it was possible to adjust the hydraulic shock absorbers and turn on centralized chassis lubrication. The car was equipped with Hispano-Suiza servo-assisted mechanical drum brakes and spoke wheels, which were often fitted with Ace metal discs.

Interior Pierce-Arrow Model 48-B-3 Runabout

It is one of three roadsters built on the Phantom III chassis and sports lovely one-off coachwork by Thrupp & Maberly.

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Rolls-Royce Phantom III Sports Four-seater Tourer by Thrupp & Maberly '1937

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Auburn 8-90 Convertible Coupe '1929

Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

Auburn was formed in 1900 from the Eckhart Carriage Company, which has been manufacturing horse-drawn carriages since 1875. The enterprise was located in Auburn (Indiana), which is why it got its name. The first car, built by brothers Frank and Morris Eckharts, had a 10 hp, 2.3-liter 1-cylinder engine, solid tires, tiller instead of steering wheel and chain drive. Subsequently, the serial production of cars began at a cost of about $ 1000, and in 1909 a larger plant was opened.

Auburn 8-90 Convertible Coupe

Serial Auburn models have always been distinguished by good design, technological innovation and an affordable price. The most striking of these are the two generations of the Auburn Boattail Speedster, designed by stylists Alan Limy and Gordon Burig. During the Great Depression, the company was able to survive thanks to the decline in the cost of its products, but this brought only temporary results and did not solve fundamental problems.

Design Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

The 8-cylinder Auburn series dates back to 1925, when the corresponding 4048 cc Lycoming engine was developed.

Design Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

The car received the index 8-88, where the number 8 meant the number of cylinders, and 88 - the power of the car, although in reality the engine produced 72 hp. With prices ranging from $ 1695 to $ 2495, the Auburn 8-88 belonged to the upper class, but in parallel with it, cheaper models 6-66 and 4-44 were produced. All were offered with 4-door sedan, 2-door coupe, convertible, roadster and phaeton bodies.

Design Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

In 1926-1927. Auburn's sales did not exceed 10,000 units per year. Owner Errett Lobban Cord understood that to attract customers, it was necessary to improve performance and make the design of the car more striking and unusual.

Design Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

The first was achieved by increasing the volume of the cylinders to 4164 cm3. A version with a new engine and a longer wheelbase was launched in 1928 under the name 8-115, as an alternative to the standard Auburn 8-88. In addition to sedans, convertibles and conventional roadsters, another body option has appeared - the Speedster, developed by stylist Alan Limy.

Design Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

A distinctive feature of all Auburn Speedsters was the then fashionable tail section in the form of a boat stern. Although it was technically identical to the 8-115 4-door sedans, the boattail body gave it a sporty look. In addition, the Auburn Speedster was equipped with hydraulic brakes front and rear, a V-shaped windshield and two spare wheels attached to the bonnet. The small luggage compartment was accessed through side doors in front of the rear fenders.

Under the hood Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

The introduction of the Auburn Speedster version brought the company a great success: the total number of sales in 1928 was 12,900 units, and in 1929 - already 23,500 units. In 1929, changes were made to the fuel system, which increased the power of the 8-cylinder Auburn to 93 hp. (4-liter Auburn 8-90) and 120 hp. (4.9L Auburn 8-120 with dual carburetors). Both models were offered with a Speedster body.

Interior Auburn 8-90 Convertible Coupe

Design Auburn 8-90 Convertible Coupe

↑ Auburn 8-90 Convertible Coupe

With the onset of the Great Depression in 1930, the Auburn range was significantly reduced: only the 8-cylinder Auburn 8-85, 8-95 and 8-125 remained. They were available in 4-door sedan and 2- or 4-door convertible versions, and the Speedster was discontinued.

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Auburn 8-90 Convertible Coupe '1929

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Cord L-29 Hayes Coupe '1929

Cord L-29 Hayes Coupe

Cord L-29 Hayes Coupe

Errett Lobban Cord went down in history as an ambitious American businessman in the late 1920s. who created an entire industrial empire on the basis of a small car company Auburn. Having redeemed the shares of the largest transport corporations for a pittance, he merged them under the control of the Cord Corporation holding. The latter included the Auburn-Cord-Duesenberg group, known for making the finest American cars before the war.

Design Cord L-29 Hayes Coupe

The Cord L-29 was the first American production car with front-wheel drive. It was created in 1929, months ahead of its Ruxton counterpart, and filled the price gap between the cheaper 8-cylinder Auburn and the luxurious Duesenberg Model J. Auburn and Duesenberg owner Errett Lobban Cord decided to sell the L-29 under a separate brand. designated by his name.

Design Cord L-29 Hayes Coupe

The Cord L-29 was developed by engineers John Oswald and Cornelius Van Ranst, and the body was designed by stylist Alan Limi. The absence of a propeller shaft made it possible to make the car lower than any American car of that time. There were four factory bodies to choose from: Sedan, Brige, Phaeton Sedan and Convertible Coupe. In addition, third-party bodies were installed on 43 chassis.

Design Cord L-29 Hayes Coupe

Technically, the Cord L-29 was radically different from the rear-wheel drive models of the same class. It was based on an almost flat steel frame with an X-shaped cross brace in the middle. The Lycoming-built 4.9-liter in-line, 8-cylinder aluminum head engine develops 125 horsepower. With a total weight of more than 2 tons, the power was clearly not enough, so the maximum speed was only 130 km / h. An increase in the volume of cylinders to 5275 cm3 in 1932 did not solve the problem.

Design Cord L-29 Hayes Coupe

The innovative front-wheel drive design with two paired cardan joints was borrowed from Harry Miller's racing cars. The engine stood backwards under the hood, with the clutch, 3-speed manual transmission and differential in front of it. As a consequence, the gear lever was not mounted on the floor, but on the dashboard.

Design Cord L-29 Hayes Coupe

The front brake drums were installed inside the body, next to the differential. The continuous rear axle was connected to the frame using semi-elliptical springs, and the de Dion front suspension consisted of a rigid beam and four inverted quarter-elliptical springs.

Under the hood Cord L-29 Hayes Coupe

At the end of the 20s. the front-wheel drive system was still too imperfect and had many shortcomings: unreliability of the drive axle hinges, poor handling, noise in the transmission, indistinct gear changes and insufficient traction when driving uphill.

Interior Cord L-29 Hayes Coupe

Introduced early in the Great Depression, starting at $ 3,095, the Cord L-29 was too expensive for most Americans. In 1932, due to lack of demand, production stopped. In total, the firm produced 4429 copies.

Design Cord L-29 Hayes Coupe

The most beautiful bodywork ever mounted on the Cord L-29 chassis is a two-seater coupe from Hayes. It was created by the Russian émigré Count Alexis de Sakhnovski, who worked as a designer at the Hayes coachbuilding firm in Grand Rapids, Michigan. The car was built in a single copy and in 1930 sent to Europe to participate in several elegance competitions. After that, he returned to the United States and belonged to the director Hayes, and in 1941 fell into the hands of the famous American stylist Brooks Stevens. After being refurbished in 1987, it won the Pebble Beach Concours d'Elegance and continues to impress fans of the brand today.

About $ 20,000 was spent on the development of the Cord L-29 Hayes Coupe. To the long bonnet and sleek front fenders, Sakhnovski added curved door lines and a streamlined trunk lid. The soft roof was made of faux leather and the interior was made of wood and wool. Noteworthy details such as the external sun visor on the vertical windshield, the small elliptical rear window, the absence of sills and smooth tapered steel rims on all wheels.

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Cord L-29 Hayes Coupe '1929

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Studebaker Commander Eight Brougham (December, 1929): This Christmas...Give Her the Keys to Happiness

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Chevrolet FNR Concept '2015

The Chevrolet FNR is an autonomous electric concept vehicle that offers a glimpse at mobility of the future.

Chevrolet FNR

Chevrolet FNR

Developed in Shanghai by GM's Pan Asia Technical Automotive Center

Chevrolet is the largest and first-ranked division of the General Motors Group (GM). It was formed in 1911 as an independent Chevrolet Motor Car Company, co-founded by industrial magnate William Durant and racing driver Louis Chevrolet. By creating a new venture, Durant set himself the goal of regaining control of the GM corporation. When he succeeded, in 1918 Chevrolet became part of GM. Initially, relatively expensive cars were produced under the Chevrolet brand, but in the 1920s. GM President Alfred Sloan put Chevrolet at the bottom of his price hierarchy and consolidated the budget brand image of the "low-cost three" (Ford, Chevrolet and Plymouth). However, at the end of the 20s. The Chevrolet was powered by a Stovebolt 6-cylinder engine, much more powerful than Ford's 4-cylinder engine. As a result, Chevrolet was able to surpass Ford in sales and take the leading position in the American market.

Design Chevrolet FNR

Chevrolet FNR

Pan Asia Technical Automotive Center Chevrolet has unveiled its FNR concept electric vehicle with self-driving functionality at the Shanghai Auto Show. Moreover, a dragonfly became a co-author of some of the solutions used by the designers.

Design Chevrolet FNR

Chevrolet FNR

The concept car, dubbed the FNR, is nothing more than a mockup. Therefore, we can talk not about the technical characteristics of the car, but nothing more than the fantasies of Chevrolet employees.

Design Chevrolet FNR

Chevrolet FNR

Of the ideas embodied in reality (but still far from the conveyor belt), we can only mention the front seats that rotate 180 degrees and the doors overlooking each other, the configuration of which was called "dragonfly wings" by the designers. The front doors have an L-shaped profile, and the roof has turned into a thin lintel - thanks to this, passengers do not have to bend their heads when leaving the car.

Design Chevrolet FNR

Chevrolet FNR

The project was prepared by the Shanghai design bureau of the General Motors concern. As conceived by the creators, the car is designed for the youth of the future. The concept car received laser headlights and hubless wheels that rotate with four electric motors.

Design Chevrolet FNR

Chevrolet FNR

The batteries can be recharged using the wireless induction charger. In addition, a radar is located on the roof of the car, which helps the electronics to automatically take control. You can switch the car back to manual control mode using gestures.

Design Chevrolet FNR

At the 2015 Shanghai Auto Show Chevrolet has presented the FNR, a study of a futuristic self-driving vehicle with an extreme look created at GM’s Pan Asia Technical Automotive Center.

Specifications

Chevrolet FNR modification

Years of issue 2015

Country: USA

Manufacturer General Motors Company

Produced 1

Category Concepts

Body type Four-seat coupe

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Chevrolet FNR Concept '2015

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Mercedes-Benz 500K Cabriolet A (W29) '1935

Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

The beginning of the history of the Mercedes-Benz brand coincides with the starting point of the entire history of the automotive industry: in 1886, German engineers Karl Benz and Gottlieb Daimler independently invented a car with an internal combustion engine. At the end of the 19th century, they became the founders of the companies Benz & Cie and Daimler Motoren Gesellschaft, which were among the first in Germany to master the mass production of gasoline vehicles. In 1926, the firms merged into the Daimler-Benz AG concern with headquarters in Stuttgart, and since then all its cars have been produced under the Mercedes-Benz brand and are decorated with a three-pointed star on the hood or radiator.

Design Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

Probably the best thing that has been created in the 12 years of existence is the Mercedes-Benz 500K / 540K series. At one time, they had no equal neither in speed, nor in elegance, nor in the level of luxury.

Design Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

But the main contribution to the development of the Mercedes-Benz 500K / 540K was made by Friedrich Geiger, who was responsible for both construction and design. The model was assembled by hand by 1,500 employees at the Sindelfingen plant, individualizing each piece as requested by the client. So these days, the Mercedes-Benz 500K and 540K regularly win elegance competitions and are auctioned off for eight-figure sums.

Design Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

In 1934, the Mercedes-Benz 500K (W29) was presented at the Berlin Motor Show, replacing the previous 380K sports model. According to the revised index, it is easy to understand that the main innovation of the 500K was an overhead valve in-line 8-cylinder engine increased to 5018 cm3.

Design Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

The power unit had a cast iron block and head, one lower camshaft, one upflow carburetor and a Roots supercharger that was connected when the gas pedal was pressed all the way. With a supercharger, the car developed 160 hp, without it - 100 hp, with a fuel consumption of 27-30 l / 100 km with a 110 hp gas tank.

Design Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

The motor was connected to a 4-speed manual transmission, synchronized in three higher gears, optionally equipped with an automatic overdrive. The engine and gearbox were mounted on a ladder frame with massive box-section spars.

Design Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

The Mercedes-Benz 500K had independent front suspension with double wishbones, coil springs and hydraulic shock absorbers and swing axles at the rear with trailing arms and double springs, as well as hydraulic drum brakes on all wheels. In addition, the equipment included a safety windshield, a 12-volt electrical system and electric wipers.

Under the hood Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

The Mercedes-Benz 500K was produced in two wheelbases: 3290 mm and 2980 mm. The long chassis was available as standard with a radiator grille located above the front axle, and a special version with an engine pushed back and a radiator mounted 185 mm from the front axle.

Interior Mercedes-Benz 500K Cabriolet

Mercedes-Benz 500K Cabriolet

For the first modification, the factory bodies were offered Cabriolet B, Cabriolet C, Tourenwagen and Limousine, for the second - Cabriolet A and Roadster; with a short wheelbase, only the Special Roadster and the Autobahn Kurier coupe were sold. Unlike the earlier S sports cars, the Mercedes-Benz 500K never took part in racing. The 500K produced 342 units in two years, including 29 Special Roadsters.

Specifications

Modification of Mercedes-Benz 500K Cabriolet A

Years of issue 1934-1936

Country: Germany

Manufacturer Daimler-Benz AG

Category Classic

Sindelfingen design

Body type Convertible 2 + 2

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Mercedes-Benz 500K Cabriolet A (W29) '1935

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Stutz DV32 Convertible Victoria by Rollston '1933

Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Stutz was founded in Indianapolis in 1911 when a car designed by Harry Clayton Stutz finished 11th in the first Indy 500 race. Until the end of the 10s. cars from the factory team "The White Squadron" performed in the Indy 500 with great success, and their production versions, known as the Stutz Bearcat, sold well under the advertising slogan "Car that made good in a day". The firm subsequently retired from motorsport, but its brand has long become synonymous with speed and performance. In the late 20s - early 30s. under the Stutz brand, high-end models were produced with powerful in-line 8-cylinder engines.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

By the start of the Great Depression, many of the US luxury automakers developed new V12 and V16 models to help them survive the crisis. Stutz ignored this trend and remained faithful to the inline-8 Vertical Eight series.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

When hard times came for her, there was no more money to create a multi-cylinder car. Instead, the firm's director, Edgar Gorell, instructed chief engineer Charles Groiter to squeeze the maximum horsepower out of the existing powertrain, without using such dubious technology as a mechanical supercharger in its design.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

And Greuther did the job by fitting the old 5277cc 8-cylinder block with a new four-valve per cylinder cylinder head with hemispherical combustion chambers and chain-driven double overhead camshafts (DOHC). As a result, the power was increased from 113 to 156 hp. and is taller than any American V12 engine. The engine was mated to a Warner 4-speed manual transmission, which was replaced in 1932 by the more reliable Muncie 3-speed.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Everything else about the Vertical Eight chassis was the same as in 1926, including dependent front and rear leaf spring suspension and hydraulic drum brakes on all wheels.

Under the hood Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

The Stutz DV32 (the letters "DV" in its name stood for Dual Valve, and the number "32" indicated the total number of valves) was unveiled at the 1931 New York Auto Show and went on sale in December of that year. From 1932 to 1934 it was produced in parallel with the less powerful 16-valve Stutz SV16 model. According to the characteristics of the Stutz DV32, it was second only to one 8-cylinder car in the American market - Duesenberg Model J.

Interior Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Each car was sold with a certificate guaranteeing a top speed of at least 100 mph. Most of the cars were based on a 145 "long wheelbase, with the exception of the Super Bearcat Roadsters, which had a short wheelbase (134.5").

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

They were built by the American branch of the Weymann studio using proprietary technology: part of the body (hood, fenders) was made of metal, and the rest of the panels were replaced by artificial leather painted in the same color, stretched over a wooden frame. Factory bodies for the Stutz DV32 were not provided, but in 1933-1934. the Stutz factory in Indianapolis manufactured sedans and chaise licenses from LeBaron. Prices for the Stutz DV32 ranged from $ 3,795 to $ 5,895. In total, from 1931 to 1934. a little more than 100 copies of this model were sold, after which the production of Stutz cars ceased.

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Stutz DV32 Convertible Victoria by Rollston '1933

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Delahaye 145 Grand Prix '1937

Delahaye 145 Grand Prix

Delahaye 145 Grand Prix

In 1937, the French government announced the Prix du Million, a prize of one million francs to the automaker who builds a car to overtake the German Silver Arrows. It was a good incentive for Delahaye and its Ecurie Bleue team, but they had to develop a new model practically from scratch.

Design Delahaye 145 Grand Prix

The 1938 Grand Prix rules limited engine displacement to 3 liters. with a compressor and up to 4.5 liters. without him. Delahaye chose the second option as they had no experience with blowers. The Delahaye 145 was powered by a 4.5-liter overhead valve V12 engine made of magnesium and aluminum alloys with 220-245 hp. depending on the type of fuel. A feature of its design were three camshafts: one lower one was in the middle and set in motion the intake valves, and the two upper ones in the block heads were exhaust valves. The chassis with independent front suspension, mechanical brakes and a Cotal preselector was borrowed from the Delahaye 135 Speciale with a wheelbase of 2700 mm.

Design Delahaye 145 Grand Prix

Three French companies (Bugatti, Talbot Lago and Delahaye) ventured to compete with the Germans, but only Delahaye managed to win the prize. In 1937, racer Rene Dreyfus in a Delahaye 145 set a new record on the Montleri track with 16 laps at an average speed of 146.7 km / h. Thanks to the million francs she earned, Delahaye was well prepared for the 1938 season and fielded five Delahaye 145 roadsters.

Design Delahaye 145 Grand Prix

They won the Po and Cork Grand Prix but proved unreliable in endurance races such as the Mille Miglia, although one car finished in 4th place. The 3-liter compressor Mercedes-Benz, which appeared at the end of the season, put an end to the Delahaye 145's career, and the cars were hidden during the war.

Design Delahaye 145 Grand Prix

Design Delahaye 145 Grand Prix

After the war, at least three Delahaye 145s were found and sold to private hands. Two of them were bought by the famous French bodybuilder Henri Chapron, who installed almost identical coupe bodies with open tear-shaped fenders on the chassis. One was painted in gray-blue, the second had a two-tone blue-burgundy color. In the 2000s. both cars ended up in the Mullin Automotive Museum.

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Delahaye 145 Grand Prix '1937

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