S.A.R.A. Ref. 1
S.A.R.A. Ref. 1

Autoseum carmuseum French cars
Text and pictures  Björn Bellander  Pictures current 2015, 16, 17. 7 sidor
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2021-06-12

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Björn Bellander

 

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Page 1

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Swedish version

Super Traction Tralux Sport 1939

Info Super Traction Tralux 1939-1940. Ref. 1
Info Super Traction Tralux 1939-1940. Ref. 1Rosengart at Sparreholm museum. Ref. 1
Rosengart at Sparreholm museum. Ref. 1Bantam at Sparreholm museu. Ref. 1
Bantam at Sparreholm museu. Ref. 1

Links

Rosengart

Super Traction Tralux 1939-40. Ref. 1
Super Traction Tralux 1939-40. Ref. 1
Once upon when André Citroen created his famous front wheel drive car, there was of course a need for many engineers on all levels. There were many who worked with this, so many that Citroen was near bankruptcy. Michelin came with money and saved Citroen's ideas.

Among those engineers there were two, who were important. Lucien Rosengart and Salomon Jules. They must have worked on the top. They had worked with Citroen from the early beginning.

When the production of the B11 model was rolling, they had no more qualified tasks. It was easy to understand that they started to develop their own cars from the bottom. Just what they had done for Citroen.

They started with this already 1928. During the period 1932-33 they cooperated with the German company Adler and the Adler body produced by Ambi Budd through a license agreement. These cars were fully made in steel unlike at that time cars with a frame and separate body, usually by wood.
Under the hood on this Super Traction Tralux car there are of course Citroen components on different levels.

This car model might have been the last produced for the private market 1939. The car which was developmentally before Citroen was equipped with front wheel drive, had the Citroen engine and gear supply from B11.

All wheels had separate wheel suspension and most important adjustable hydraulic spring system for rear wheels. There was also understood that low point of gravity on a car is an important component for good road holding.

Other cars which these men were active in were Rosengart and Bantam. They had also great impression by Austin Seven, which they had a license to build.

Their Bantam which from the beginninge is an Austin construction. Austin started a company in America named Bantam and then the history say WWII and Bantam constructed  1941 a car for General Purpose which later became the famous Jeep.


Page 2

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Swedish version

Citroên 5CV

Citroen 5CV 1922. Ref. 1
Citroen 5CV 1922. Ref. 1Citroen 5CV 1922. Ref. 1
Citroen 5CV 1922. Ref. 1 Rear end spring Citroen 5CV 1922. Ref. 1
Rear end spring Citroen 5CV 1922. Ref. 1Andre Citroens graveyard in Paris. Ref. 49
Andre Citroens graveyard in Paris. Ref. 49

Links

Citroên 5CV

Citroen story

Andre Citroên

Citroen story for chevron gear
Citroen 5CV 1922. Ref. 1
Citroen 5CV 1922. Ref. 1
Citroen

In order to start with car production much money was required already after WWI. André Citroen had that. He had invented a new type of gear wheel. It was named W-gear or Chevron gear. On a visit in Poland he found this type of gear for wooden wheels. The patent was bought by Citroen and he devolped machines to produce in steel.. A simple drawing  was made and it became the hallmark for Citroen in times to come.

After WWI there were many high qualified engineers who had learned their profession during the war. Among them were Lucien Rosengart and Salomon Jules. On these two men André Citroen spend his money and gave them the task to construct the car shown in picture.

André took care of those things which were important for the owner of a car. Service and control of cost. He also knew how to inform market of the new product. Eiffel tower had for a time a glowing name Citroen.

For this car model followed the possibility to buy spare parts which could be changed with the worn one.

Citroen had learned this when he visited For for studies in America.

The car owner also got complete cost for different reparations and had also a rolling service program included main costs.

All this were very popular by the buyers and  81000 copies of this main model were sold up to 1926.

Anyway this model did not give Citroen a good economy and the model was ceased 1926. It was more worse than that. The calculated cost for a new model was almost put Citroen bankrupt. He must get money help from outside. It became Michelin who bought most shares and André Citroen lost his power over the company. André Citroen died with stomach cancer after 2 years 1935.

The car on picture was sold on auction 2015 for 26000 Skr. This is supposed to be cheap.


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Swedish version

Panard PL17 Tigre 1959

Panhard PL17 Tigre 1959. Ref. 1

Panhard PL17 Tigre 1959. Ref. 1
Panhard PL 17. Ref. 1
Panhard PL 17. Ref. 1Pahnard. Ref. 1
Pahnard. Ref. 1Dyna Panhard at one market in Surahammar. Ref. 1
Dyna Panhard at one market in Surahammar. Ref. 1

Links

Panhard PL17

Panhard

Panhard et Levassor

Wiki Panhard

Panhard PL17 Tigre 1959. Ref. 1
Panhard PL17 Tigre 1959. Ref. 1
Panhard efter WWII

When Panhard started up production of cars again after WWII. There were big limitations to get steel for the production. Note that Volvo that was going to present the new Volvo PV-model had to go with one prototype PV to USA in order to secure delivery of steel plate.

Panhard solved the situation in another way. Aluminium was easier to get. Gregoir designed a car i that material. In the beginning it was only the body that used Al. All others, such as frame was made of steel. This was going on till the model Z was presented. It was complete build in Al. Note. Audi had a car Audi A2 build with only Al. in the beginning of 2000.

The constructions from Panhard

Panhard was very technical advanced and had solutions which affected future car constructions and building for a long time.

In early days Panhard introduced  the so called Panhard system. The most important was that they introduced 4 wheels engine in front and the cooler in front of engine. Behind engine there was a clutch and gearbox. Through a chain an later cardan shaft the power was transferred to the rear wheels. The rear axel got the well known as Panhard rod. This kept the rear axle in place sideways. This construction all cars have even today in different lay out.

Now they worked up to WWII with different solutions and sold cars even with engines with the Knight system.

The company Panhard et Levassor

But Panhard as a car company has existed since far before 1890. At that time they produced production machines for wood processing. The high interest from market came through a death, license agreement and a marriage. The Belgian lawyer Sarazin, who controlled the Daimler patent in Europe was also involved in the Company of Panhard. It was shared between Panhard an Levassor. Tis becam Panhard et Levassor.

Sarazin died 1887 and his widow married Emile Levassor. In this way they got controll of the license agreement and Daimler became involved in Panhard et Levassor. Now they had the right to produce the Daimler engine and the vehicle was complete.

Mow car production started 1889 and series production already 1891.

But the cars which were produced were one of a kind models and as such they were made on order.

Back to after war Panhard models

This highly advanced construction where even the brake drums were in aluminum. In the1959 2 cylinders air cold engine torsion rods were used to control valve openings. This depends on that cylinder block and valve head were cast in one unit. This limited the valve length in theses cars and had no place for valve springs.

For the engine they amused themselves with other types of typical French constructions.

The crankshaft was equipped with roller bearings where every other roller had bigger diameter. This gave less friction which was not of any high necessity.

Panhard et Levassor worked together with Peugeot which was a sister company. This together with Benz and Daimler were the car producers that established car production in the world.

In order to get a spring system in the rear for light and heavy loaded car. For this a double torsion rod system was used. Two torsion pipes used inside each other. The inner handled light loading and the two together tock care of heave loading. An exclusive solution.

The front end was considerably simpler design equipped with two transverse blade springs.

The last model.

Changing to produce with steel only was done during years 1956-57. Now the main ground construction of the car was ready and from now on only improvements were done. The engine was trimmed and gave 1965 60 hk.

The end 1965

This year, what to call it the adventure had reach it's end. The car production was ceased and a change for military vehicles were made.

This went on until merging was forced with the company Auverland according a lost order to the French army.


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Swedish version

Talbot Baby 15 CV 1951-1953

Talbot Baby 15 1951-1953. Ref 1

Talbot Baby 15 1951-1953. Ref. 1Talbot formula car. Ref. 49
Talbot formula car. Ref. 49Talbot Lago V12 4483 cc Saoutchik at former Rossi Bianci museum. Ref. 1
Talbot Lago V12 4483 cc Saoutchik at former Rossi Bianco museum. Ref. 1
Talbot Lago Grand sport Saoutchik  at former Rossi Bianci museum.Rref. 1
Talbot Lago Grand sport Saoutchik at former Rossi Bianco museum. Ref. 1Talbot Lago Grand Sport 1950. Ref. 49
Talbot Lago Grand Sport 1950. Ref. 49Talbot Lago Record 1950. Ref. 49

Links

Talbot Baby

Fd. Rosso Bianco museum

Lowman museum

Figoni Falaschi

Talbot Lago Record

Talbot Baby 15CV 1951-1953. Ref. 1
Talbot Baby 15CV 1951-1953. Ref. 1
About the car on picture

The car could as well be a Hotchkiss. Both Talbo and Hotchkiss must have had a close cooperation during 1950. Read about Hotchkiss at Sparreholms museum.

Talbot story

Before 1935 there was a joint company divided between France and England. The cooperation went out on an exchange of a main model. It was large freedom about engine and inside equipment. This company worked with production models Sunbeam, Talbot and Darraq. The collective name was Talbot.

New owner

Economical it was not satisfactory and it became difficulties 1935. The company was dissolved and the French part was bought by Antonio Lago 1936. He was an italian from Venezia, but had during 1920 worked in England. The English part was taken over by Rootes group with Sunbeam as the leading badge. During the transitional period of production the car in England was carrying the name Darraq and in France Talbot Lago.

"Tony" put Talbot on action and gave the cars the name Talbot Lago. He also set the design directions of the models to the sporty and luxury side. Furthermore he constructed an engine for a competition car.

Antonio Lago hired a good engineer Walter Becchia. He constructed a new main model..

The car had transverse leaf spring in front just as in the rear. The different models had all different 6 cylinders engines with varying grade of trim wit 2996 and 2996 cc. All car were presented under the name Talbot Baby 1936 and upwards.

But it was a decreasing production up to 1942, when the factory in Suresnes switched over production to military products.

 

During the first years of WWII Walter Becchia left Talbot and instead worked for Citroen. Talbot found an as good replacement in Carlo Machetti. Carlo and Walter now worked on a new engine with 3383 cc 6 cylinders with DOHC. This engine was then mounted in Talbot T26 1926.

The different sizes got the names Cadette, Major and Master. Machetti who was responsible 1951 for a 4483 cc engine. All models could also be oredered as only a chassi. The gearbox on all these were normally a Wilson pre-selector gearbox.

These chassis were left for the extraordinarily skillful body builders like Figoni & Falaschi and Saoutchik. They built the most wonderful bodies for the cars. Principle the buyer could get what they wantrf. Se the link about Rosso Bianci.

After WWII - the End

After WWII Talbot Lago had big difficulties to find buyers and the production became small and of that reason the economy was not so good. Talbot was forced to bring new models on the market because of new times and other demands after the war. France as a country had bad economy and unnecessary luxury was taxed heavily. See Delahaye.

After 1953 Paris Motor Show Talbot offered only one model, Talbot Baby 15CV. The company was for sale 1956 and the only serious prospect was  Henri Pigozzi deputy director for Simca. The prosposal was to merge talbot Lago with Simca. This became the result instead of bankruptcy and Talbot Lago was merged with Simca 1959.

Antonio Lago died 1960.


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Swedish version

S.A.R.A. 1923

S.A.R.A. 1923. Ref. 1

S.A.R.A. 1923. Ref. 1 S.A.R.A. 1923. Ref. 1
S.A.R.A. 1923. Ref. 1 S.A.R.A. 1923. Ref. 1
S.A.R.A. 1923. Ref. 1 SARA at Aros market 1984. Ref. 39
S.A.R.A. at Aros market 1984. Ref. 39

Links

S.A.R.A

Sara story

S.A.R.A 1923. Ref. 1
S.A.R.A 1923. Ref. 1
S.A.R.A.

S.A.R.A. is one of the many French car badges which emerged in the beginning of 1900. The car was mostly built for the competitions in France.

The special was a fan which was placed in center of the front cover. The fan blew cooling air controlled way over the fins of the cylinder head.

This fan turbo got rotation from a flat strap over the crankshaft extension.

The inlet for this fan can clearly be seen in front where the cooler normally is placed.

The engine volume was just over 1 liter. This car hade a few success in long distance competitions. For ex 24 hours LeMans.

Here the car ended in it's class among the first 20th to 40th place.

It is hard to find links for this badge and I have only 2. Sorry to say they are written in French.


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Swedish version

Amilcar

Amilcar. Ref. 1
Amilcar. Ref. 1Amilcar. Ref. 1
Amilcar. Ref. 1Amilcar CGSS 1927At Bilsport museum Karlskrona. Ref 1
Amilcar CGSS 1927At Bilsport museum Karlskrona. Ref. 1
Drivers place Amilcar at Bilsport museum Karlskrona. Ref 1
Drivers place Amilcar at Bilsport museum Karlskrona. Ref. 1

Links

Amilcar

Amilcar. Ref. 1
Amilcar. Ref. 1
Amilcar was a very popular car in France and it was sold between 1921 to 1940. It's era of greatness was in the middle of 1920. It was not massive selling, instead it was a sport car model which was right in time. With this car the owner could have success on the race track.

The idea from the beginning was to produce a car, which fit in the tax system. The first car made became what was called a cycle car.

It was not allowed to have a bigger engine than 1100 cc and max weight 350 kg except all extras. If the car could fit within these rules it could take the name as a cycle car and tax was 100 franc pro year. If not it was in France called Voiturette.

France hade the same sort of classification according help engines (mopeds) in the end of WWII. A help engine with over 50 cc was taxed. Read more about ABG VAP4.

But back to Amilcar. The first Amilcar was a cycle car and presented at Paris Motor Show 1921. It was Jules Solomon and Edmond Moyet who constructed this car. The car type led to a boom of success for such a cars. This was because the low taxation.

The car name came from the owners of the firm. Joseph Lamy and Emil Akar. from their names the car name Amilcar was derived.

Hotchkiss took over the firm 1939 and presented a developed Amilcar-Hotchkiss equipped with a chariot from Adler. It's name became Compound.

When Germany occupied France 1940 the production of Amilcar ceased and also for all sub partners.

During the 20th Amilcar hade a very popular sport model. It was named CGS "Grand Sport" 1924. It was developed into another car CGSS 1927, which of course was a winning one on the race tracks.

1930th the firm was up to what they could afford. The production was now so large that they had to move to larger areas in Paris. They were forced to sell more on the market with passenger cars.

The expense increased because of different engines with 8 cylinders and up to 2.45 litres started to be produced.

A finance company Sofia took over the power of Amilcar, mostly because of bad selling according to the production during 30th. The last car produced was a Amilcar Pegase. This car got an engine from Delahaye.


Sid 7

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Swedish version

Facel Vega

Facel Vega. Ref. 1
Facel Vega. Ref. 1

Links

Facel Vega. Ref. 1
Facel Vega. Ref. 1

 

 


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Pictures from the following owners have been used in bjorns-story.se with the appropriate permission:
Reference 1: © Björn Bellander 
bjorn.bellander(at)telia.com
Reference 48:©Access from website

Reference 49: ©Picture from Wikipedia
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