Alfa Romeo Montreal
The Alfa Romeo Montreal is a 2+2 coupé sports car produced by the Italian manufacturer Alfa Romeo from 1970 to 1977. The Alfa Romeo Montreal was introduced as a concept car in 1967 at Expo 67, held in Montreal, Canada; the concept cars were displayed without any model name, but the public took to calling it The Montreal. It was a 2+2 coupe using the 1.6-litre engine of the Alfa Romeo Giulia TI and the short wheelbase chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone. One of the two concept cars built for Expo 67 is displayed in the Alfa Romeo Historical Museum in Arese, while the other is in museum storage; the first production car, Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated, cross-plane V8 engine with SPICA fuel injection that produced around 200 PS, coupled to a five-speed ZF manual gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer.
The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a live axle with limited slip differential at the rear. Since the concept car was unofficially known as The Montreal, Alfa Romeo kept the model name in production. Stylistically, the most eye catching feature is the car's front end with four headlamps covered by unusual "grilles", that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet; the duct is blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster; the Montreal was more expensive to buy than the Jaguar E-Type or the Porsche 911. When launched in the UK it was priced at GB£5,077, rising to GB£5,549 in August 1972 and to GB£6,999 by mid-1976.
Production was split between the Alfa Romeo plant in Arese and Carrozzeria Bertone's plants in Caselle and Grugliasco outside Turin. Alfa Romeo produced the chassis and engine and mechanicals and sent the chassis to Caselle where Bertone fitted the body. After body fitment, the car was sent to Grugliasco to be degreased zinc coated, manually spray painted and have the interior fitted; the car was returned to Arese to have the engine and mechanicals installed. It is worth noting that because of this production method, there is not any correspondence between chassis number, engine number and production date; the Montreal remained unchanged until it was discontinued in 1977. By production had long ceased as Alfa were struggling to sell their remaining stock; the total number built was around 3900. None of them were sold in Montreal since Alfa did not develop a North American version to meet the emission control requirements in the United States & Canada. A Montreal can be seen in the 1974 movie The Marseille Contract where Michael Caine drives a metallic dark brown example.
A careful observer can find a red Montreal in the beginning of the James Cameron movie True Lies prior to the lead character saying "Here is my invitation." A Montreal is featured in the 2017 movie Atomic Blonde. Autodelta completed late in 1972 a Group 4 Montreal, it was launched at the London Racing Car Show in January 1973, it was sold to Alfa Romeo Germany to be used in the DRM series for GT cars. Ready to race in May 1973, the car was entrusted to specialist racing team of Dieter Gleich, the principle driver; the Autodelta version had 2997 cc engine with maximum power of 370 hp at 9000 rpm. Without any further development the car was outdated soon. A Montreal was campaigned in the United States but without success. Alfa Romeo 33 Stradale The Alfa Romeo Montreal Website Classic Motorsports magazine Alfa Romeo Montreal buyer's guide
Alfa Romeo Giulietta (750/101)
The Alfa Romeo Giulietta was a family of automobiles made by Italian car manufacturer Alfa Romeo from 1954 to 1965 which included a 2+2 coupé, four-door saloon, spider and Sprint Speciale. The 2+2 was Alfa Romeo's first successful foray into the 1.3-litre class. From 1954 to 1965 a total of 177,690 Giuliettas were made, the great majority in saloon, Sprint coupé, or Spider body styles, but as Sprint Speciale and Sprint Zagato coupés, the rare Promiscua estate; the Giulietta series was succeeded by the Giulia in 1962. The first Giulietta to be introduced was the Giulietta Sprint 2+2 coupé at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder's Grugliasco plant near Turin. A year at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider. In 1957, a more powerful Berlina version, called Giulietta T. I. was presented with minor cosmetic changes to the dial lights and rear lamps.
Carrozzeria Colli made the Giulietta station wagon variant called Giulietta Promiscua. Ninety-one examples of this version were built. Carrozzeria Boneschi made a few station wagon examples called Weekendina. A new version of the Giulietta Berlina debuted at the Frankfurt Motor Show in 1959. Mechanical changes were limited to shifting the fuel pump from the cylinder head to a lower position below the distributor, moving the exposed fuel filler cap from the tail to the right rear wing, under a flap; the bodywork showed a revised front end, with more rounded wings, recessed head lights, new grilles with chrome frames and two horizontal bars. The rear showed changes, with new larger tail lights on vestigial fins, which replaced the earlier rounded rear wings; the interior was much more upholstered in new cloth material. I. housed water temperature gauges. The T. I. received a front side repeater mounted in a small spear, unlike the Normale which kept the earlier small round lamp with no decorations.
During 1959 the type designation for all models was changed from 750 and 753 to 101. In February 1961 the 100,001st Giulietta rolled off the Portello factory, with a celebration sponsored by Italian actress Giulietta Masina. In Autumn 1961 the Giulietta was updated a second time. Both Normale and T. I. had new exhaust systems. With this new engine the car could reach a speed of 160 km/h. At the front of the car square mesh side grilles were now pieced together with the centre shield, at the rear there were larger tail lights. Inside the T. I. had individual instead of bench seats, with storage nets on the seatbacks. June 1962 saw the introduction of the Alfa Romeo Giulia, which would replace the Giulietta; as until 1964 the Giulia only had a larger 1.6-litre engine, production of the standard Berlina ended with 1963, whilst the T. I. continued for a full year more. A last T. I. was completed in 1965. The Giulietta sport models had a different fate: Sprint, Sprint Speciale and Spider were fitted with the new 1.6-litre engine, received some updates and continued to be sold under the Giulia name until they were replaced by all-new Giulia-based models during 1965.
The Alfa Romeo Giulietta used a front-engine, rear-wheel-drive layout. Front suspension was with coaxial coil springs and hydraulic dampers. At the rear there was a solid axle on hydraulic dampers; the axle was located by a longitudinal link on each side, by a wishbone-shaped arm linking the top of the aluminium differential housing to the chassis. All Giuliettas had hydraulic drum brakes on all four corners; when leaving the Portello factory it fitted Pirelli Cinturato 155 HR15 tyres. The Giulietta used an Alfa Romeo Twin Cam straight-four of 1290 cc, with an aluminium alloy engine block and cast iron inserted sleeves. Bore and stroke measured 75.0 mm. The aluminium alloy cylinder head was of a crossflow design and featured hemispherical combustion chambers; the double overhead camshafts were driven by two timing chains, acted on two valves per cylinder, angled 80°. The Alfa Romeo Giulietta Sprint Speciale was an aerodynamic 2-door, 2-seat coupé designed by Franco Scaglione at Bertone. 1.366 were made from 1957 to 1962.
The car had a steel body, was based on a short-wheelbase Giulietta chassis. It used a 1.3-litre engine brought to 100 PS thanks to double twin-choke carburettors and a high compression ratio. The Alfa Romeo Giulietta SZ was an aluminium-bodied 2-seater berlinetta, built by Zagato for competition use on the chassis and mechanicals of the Sprint Speciale. A crashed Sprint Veloce was rebodied by Zagato in late 1956, was successful in competition. Zagato ended up building 18 rebodied Veloces, called the SVZ and the version gave rise to a full production version; the SVZ was about 120 kg lighter than the Coupé on which it was based, had the highest tuned, 118 CV version of the Giulietta engine. A production competition version of the Giulietta, with lightened bodywork designed by Franco Scaglione for Bertone was premiered at the 1960 Geneve Salon. Handbuilt by Zagato in aluminium and with p
Büssing AG was a German bus and truck manufacturer, established in 1903 by Heinrich Büssing in Braunschweig. It evolved to one of the largest European producers, whose utility vehicles with the Brunswick Lion emblem were distributed from the 1930s onwards; the company was taken over by MAN AG in 1971. At the age of 60, the inventor and businessman Heinrich Büssing together with his two sons founded the Heinrich-Büssing-Spezialfabrik für Motorwagen und Motoromnibusse. Büssing, the son of a blacksmith dynasty at Nordsteimke, had studied engineering at the Collegium Carolinum in Braunschweig and had founded several bicycle and railway signal works with varying degrees of success, his first truck was a 2-ton payload machine powered by a 2-cylinder gasoline engine and featuring worm drive. That successful design was built under license by other companies in Germany, Hungary and by Straker-Squire in England. One year he debuted a first 20 HP omnibus model carrying up to twelve passengers on the route from Braunschweig to Wendeburg, operated by his own Automobil-Omnibus-Betriebs-Gesellschaft.
Büssing busses soon served public transport in European cities like Berlin and Prague, or London. Before World War I Büssing started to build heavy-duty trucks for the time; these trucks featured 4- and 6-cylinder engines. In 1914 the Büssing A5P armored car was developed at the behest of the German Oberste Heeresleitung. After the war, Heinrich Büssing had to enter a Kommanditgesellschaft limited partnership, converted into the Büssing AG joint-stock company in 1922. In 1923, Büssing introduced the first rigid three-axle chassis, used in upcoming models and allowed Büssing to lead the market share in Germany in commercial vehicles. Büssing NAG used inmates of several Nazi concentration camps in Braunschweig from 1944 to March 1945 for slave labor; these camps were subcamps to the Neuengamme concentration camp. After World War II civilian production resumed with 5-tonne and 7-tonne trucks. In 1950, the company name became Büssing Nutzkraftwagen GmbH and production was concentrated on underfloor-engined trucks which were to become the firm's speciality.
Most tractor units and all normal-control trucks had vertical engines, but in the mid 1960s there was a version of their Commodore maximum-weight tractor unit, the 16-210, which had a horizontal diesel mounted under the cab ahead of the front axle, the gearbox being mounted halfway along the truck's chassis. In 1969, Büssing started strong ties with MAN AG. MAN was a customer to some Büssing's innovative trucks and parts while they were promoting their own line-up. In 1971, an MAN takeover of Büssing was announced. MAN started to use the lion logo on its newly named "MAN-Büssing" trucks. Büssing's unique underfloor-engined truck range continued in production under the MAN AG through to the late 1980s. First acquisition for Büssing was Mannesmann-Mulag Motoren und Lastwagen AG of Aachen. Elbing plant of Automobil Fabrik Kornnick AG. In 1934, Neue Automobil Gesellschaft. After the takeover Büssing used the brand Büssing-NAG until 1950. Büssing took over the Borgward plant at Osterholz-Scharmbeck in 1962.
This plant used for building military 4-tonne 4x4. 1923: The Büssing III GL 6 is the world's first full-size bus 1930s: Büssing began building heavy duty trucks with diesel engines 1936: Büssing pioneered the horizontal "underfloor" diesel engines During World War II Büssing once again supplied military vehicles including 6x4 armoured cars and an 8x8 with all-wheel steering. Büssing manufactured trolleybuses between 1933 and 1966, producing 71 models. Most were for German cities, but production included three trolleybuses for Chernyakhovsk, Russia, in 1939. In Turkey, ESHOT converted 21 Büssing motorbuses into trolleybuses in 1962 and 1968. At least four Büssing trolleybuses have been preserved, including ones at the Frankfurt Transport Museum,DE at the Hannoversches Straßenbahn-Museum and at the Historama transport museum in Ferlach, Austria. Borgward Magirus MAN SE Henschel
Alfa Romeo 1900
The Alfa Romeo 1900 is an automobile produced by Italian car manufacturer Alfa Romeo from 1950 to 1959. Designed by Orazio Satta, it was an important development for Alfa Romeo as the marque's first car built on a production line and first production car without a separate chassis, it was the first Alfa Romeo offered with left-hand drive. The car was introduced at the 1950 Paris Motor Show; the 1900 was offered in two-door or four-door models, with a new 1,884 cc, 90 bhp, 4-cylinder twin cam engine. It was quick and sporty; the slogan Alfa used when selling it was "The family car that wins races", not-so-subtly alluding to the car's success in the Targa Florio, Stella Alpina, other competitions. In 1951, the short wheelbase 1900C version was introduced, it had a wheelbase of 2,500 mm. In the same year the 1900TI with a more powerful 100 bhp engine was introduced, it had bigger valves, a higher compression ratio and it was equipped with a double carburetor. Two years the 1900 Super and 1900 TI Super with 1975 cc engine were introduced.
The TI Super had 115 bhp. Transmission was a 4-speed manual on basic versions and 5-speed manual in Super Sprint version, the brakes were drum brakes; the 1900 live rear axle. Production at the company's Milan plant continued until 1959: a total of 21,304 were built, including 17,390 of the saloons; the chassis was designed to allow coachbuilders to rebody it, the most notable of, the Zagato designed, 1900 Super Sprint coupé, with an improved engine and custom body design. The Alfa Romeo 1900M AR51 is a four-wheel drive off-road vehicle based on the 1900-series. Iginio Alessio general manager of Alfa Romeo, was concerned for the viability of the independent Italian Coachbuilding industry–the advent of the unibody chassis design was threatening to put the carrozzerie out of business. Alessio was a personal friend of Gaetano Ponzoni co-owner of Carrozzeria Touring Superleggera, thus from 1951-1958 Alfa Romeo built five different variations of the 1900 unibody chassis for independent coachbuilders.
Alfa Romeo gave official contracts to Touring to build the sporty 1900 Sprint coupé and to Pinin Farina to build an elegant four seat Cabriolet and Coupé. The availability of a suitable chassis led to many other coachbiulders to build versions of the 1900. Carrozzeria Zagato built a small series of coupés with the unofficial designation of 1900 SSZ, designed for racing with an aerodynamic lightweight aluminium body and Zagato's trademark double bubble roof. One-off specials where numerous from the famous Bertone BAT series of aerodynamic studies, to an infamous sci-fi like Astral spider designed by Carrozzeria Boneschi for Rafael Trujillo the dictator of the Dominican Republic. There was a Barchetta or "Boat Car" made by Ghia-Aigle in Lugano Switzerland designed by Giovanni Michelotti at the request of a wealthy Italian who had two passions: the'Riva' boats and a woman, his mistress, the car has no doors or windscreen wipers. Below is a sortable list of coachbuilt Alfa Romeo 1900s. In 1954, Alfa Romeo made two coupés using similar chassis as the C52 Disco Volante.
In Bertone, Franco Scaglione penned a coupé and a spider. The coupé was known as 2000 Sportiva, it has 138 horsepower. The acceleration is on par with most contemporary exotics and top speed is around 137 mph. Industrias Kaiser Argentina produced between 1960 and 1962 a car named IKA Bergantin in Argentina, the body and suspension was from the 1900 Berlina and engines were from the Willys line, the 4-L 151 cu in and the 6-L 226 cu in. Alfa Romeo 1900 Register
Alfa Romeo 164
The Alfa Romeo 164 is a four-door executive saloon, manufactured by the Italian automaker Alfa Romeo from 1987 to 1998 and designed by Pininfarina. The predecessors of the 164 were the Alfetta, its Alfa 6 derivative, it was superseded after a total of 273,857 domestic and export 164 units. In October 1978, Alfa Romeo, Fiat and Saab jointly agreed to each develop an executive saloon based on their shared Type Four platform, to compete against the likes of the Ford Granada and Opel Rekord as well as more premium saloons by BMW and Mercedes-Benz in the form of the 5 Series and E-Class, respectively. Project 164 started life as Project 156 and was completed in 1981 still under Alfa Romeo. A year that project morphed into the 164 based on the Type Four platform; this new model was designed by Enrico Fumia of Pininfarina, with a wedge shape that afforded it a leading drag coefficient of Cd=0.30. The design would influence the rest of the Alfa Romeo range. Below is a chronology of the key milestones in the development of this new vehicle: Initial testing of the 164's dynamic elements began in 1984, where mules based on the contemporary Giulietta were used.
Initial handling characteristics were honed on the factory's "Balocco" test track in Arese. In 1985, the first pre-production 164s were put through their paces on the road. Disguised, with many false panels and a false nose design sporting four round headlamps, these vehicle mules served to test the 164 for the gruelling 1 million kilometre static and road testing demanded of the design. In 1986 and 1987, the first 150 164s were given their pre-production testing. In terms of engineering demands, these exceeded every Alfa before, by quite a substantial margin. In Morocco, desert testing saw five grey 164 Twinsparks and V6s undergo the equivalent of the Paris-Dakar rally. Road conditions varied from good tarmac to off-road conditions, accelerometers confirmed the superiority of the 164 in terms of passenger comfort; this data was cross-confirmed in the engineering laboratory with a sophisticated dummy in the driver's seat, with accelerometers both in its seat, in its ears to mimic that of the semi-circular canals of the ear.
The Twinspark and the V6 underwent handling trials at Arese. The Twinspark displayed mature driving manners at the limit, with minimal skid; the V6 displayed a 25% increase in at-the-limit skid, a natural consequence of its greater nose weight. ABS testing confirmed that the Twinspark has superior braking to the V6. Brake linings of the 164s were run at maximum braking until they glowed with heat, displayed no deviation in form; the 164 was the first Alfa to feature slotted double-walled disc brakes. At no point were the discs drilled to release excess heat, the original design being demonstrated to be excellent. Sound production was tested in an anechoic chamber, the car being subjected to stress and road noise testing, with instruments and with live subjects at the wheel, on a specially designed rig. Electromagnetic stability of the complex electronic system was tested, in an anechoic chamber equipped with EM emitters; the 164 engines were run to destruction, the Twinspark proving to be the most robust, with the longest possible engine life.
The V6 displayed only 10% shorter overall engine life. Unvelied at the 1987 Frankfurt Motor Show, the 164 was the last model to be developed while the Alfa Romeo was still a independent company, was formally launched a few months after the takeover by Fiat. Enrico Fumia of Pininfarina was responsible for the 164 design, with the first 1:1 scale model produced in 1982. Design cues were publicly revealed on the Alfa Romeo Vivace concept car, exhibited at the 1986 Turin Motorshow that went on to influence the design of the Alfa Romeo GTV and Spider launched in 1994; the 164 became the first Alfa to benefit from extensive use of computer aided design, used to calculate structural stresses that resulted in a rigid but still lightweight chassis. Although sharing the same platform as that of the Lancia Thema, Fiat Croma and Saab 9000, by virtue of the fact that it was the last of the four to enter production, it featured unique front suspension geometry and the most distinctive styling of the lot.
In fact, for example, the other cars all shared identical side door panels. Though still voluminous, the 164 had the tightest aperture to the rear boot, which had a 510-Litre capacity. Overall, the 164 benefitted from improved build quality relative to previous Alfas, thanks to the extensive use of galvanised steel for the frame and various body panels for the first time in the brand's history. Moreover, the car featured advanced electronics thanks to the most complex wiring harness fitted to any Alfa Romeo. For example: it had three onboard computers; the instrumentation included a full range of gauges including an advanced check-panel. Its interior was spacious and modern, available with standard velour seating or leather trim depending on the model, its dashboard continued the avantgarde design of the exterior with a centre dashboard, dominated by a large number of identical buttons arr
Alfa Romeo Sprint
The Alfa Romeo Alfasud Sprint is a boxer-engined coupé produced by the Italian manufacturer Alfa Romeo from 1976 to 1989, based on the Alfa Romeo Alfasud. 116,552 units of the Alfasud Sprint and Sprint were built in total. The Sprint was sold in Europe, South Africa and New Zealand; the Alfasud Sprint was presented to the press in September 1976 in Baia Domizia, shown at the Turin Motor Show in November. Designed by Giorgetto Giugiaro like the Alfasud, whose mechanicals it was based on, it had a lower, more angular design, featuring a hatchback; the Alfasud Sprint was assembled together with the Alfasud in the Pomigliano d'Arco plant, located in southern Italy—hence the original "Sud" moniker, which means south in Italian. Under the Alfasud Sprint's bonnet there was a new version of the Alfasud's 1186 cc four-cylinder boxer engine, stroked to displace 1,286 cc, fed by a twin-choke carburator and developing 76 PS at 6,000 rpm. Mated to the flat-four was a five-speed, all-synchromesh gearbox; the interior was upholstered in dark brown Texalfa tartan cloth.
Options were limited to a quartz clock and metallic paint. In May 1978 the Alfasud Sprint underwent its first updates, both technical. Engine choice was enlarged to two boxers, shared with the renewed Alfasud ti, a 79 PS 1.3 and a 85 PS 1.5. Outside many exterior details were changed from chrome to matte black stainless steel or plastic, such as the wing mirrors, window surrounds and C-pillar ornaments. In the cabin the seats had more pronounced bolsters and were upholstered in a new camel-coloured fabric. Just one year in June 1979, another engine update arrived and the Alfasud Sprint became the Alfasud Sprint Veloce. Thanks to double twin-choke carburetors and a higher compression ratio engine output increased to 86 PS and 95 PS for the 1.3 and 1.5. In February 1983 Alfa Romeo updated all of its sports cars. Thereafter the Alfasud prefix and Veloce suffix were abandoned, the car was known as Alfa Romeo Sprint; the Sprint kept the platform of the earlier Sprint with inboard brakes, but updated body details described below.
This model was sold from 1983 in its markets & in Australia only until late 1984. It received a platform upgrade, now the same as that of the Alfa Romeo 33. Three models made up the Sprint range: 1.3 and 1.5, with engines and performance unchanged from the Alfasud Sprint Veloce, the new 1.5 Quadrifoglio Verde—1.5 Cloverleaf in the UK. The Australian market received the green striped 105 BHP model at the end of 1984 and the 95 BHP model was dropped. A multitude of changes were involved in the stylistic refresh. Bumpers went from chrome to plastic, large plastic protective strips were added to the body sides. At the rear new trapezoidal tail light assemblies were pieced together with the license plate holder by a black plastic fascia, topped by an Alfa Romeo badge—never present on the Alfasud Sprint. In the cabin there were new seats with cloth seating surfaces and Texalfa backs, a new steering wheel and changes to elements of the dashboard and door panels. Sprint 1.3 and 1.5 came with steel wheels with black hubcaps from the Alfasud ti.
The newly introduced 1.5 Quadrifoglio Verde sport variant was shown at the March 1983 Geneva Motor Show. Its engine was the 1,490 cc carburated boxer, revised to put out 105 PS at 6,000 rpm. In addition to the green bumper piping specific to the Quadrifoglio were a green instead of chrome scudetto in the front grille, a rear spoiler and 8-hole grey painted alloy wheels with metric Michelin TRX 190/55 tyres. Inside a three-spoke leather-covered steering wheel, green carpets and sport seats in black cloth with green embroidery. In November 1987 the Sprint was updated for the last time; the 1,286 cc engine was directly derived from the 33 1.7 Quadrifoglio Verde, could propel the Sprint from 0 to 100 km/h in 9.3 seconds. The coloured piping and side plastic strips were deleted, the Quadrifoglio had alloy wheels of a new design. A fuel injected and 3-way Catalytic converter-equipped 1.7 variant, with an engine again derived from a 33, was added for dale on specific markets. There were a total of 116,552 Sprints produced during its lifespan, which lasted from 1976 to 1989.
15 of these formed the basis of the Australian-built Giocattolo sports car, which used a mid-mounted Holden 5.0 group A V8 engine. The Sprint had successor. In more recent times it found an heir in the Alfa Romeo GT, a coupé derived from the Alfa Romeo 156 and 147 - t
Darracq and Company London
A Darracq and Company Limited owned a French manufacturer of motor vehicles and aero engines in Suresnes, near Paris. The French enterprise, known at first as A. Darracq et Cie, was founded in 1896 by Alexandre Darracq after he sold his Gladiator Bicycle business. In 1902, it took effect in 1903, he sold his new business to a held English company named A Darracq and Company Limited, taking a substantial shareholding and a directorship himself. Alexandre Darracq continued to run the business from Paris but was obliged to retire to the Côte d'Azur in 1913 following years of difficulties that brought Darracq & Co into hazardous financial circumstances, he had introduced an unproven unorthodox engine in 1911 which proved a complete failure yet he neglected Suresnes' popular conventional products. France entered the first World War, he died in 1931 but long before that, in 1920, the name of A Darracq & Co 1905 was changed to S T D Motors Limited. In 1922 Darracq's name was dropped from all products, the Suresnes business was renamed Automobiles Talbot and the Suresnes products were branded just Talbot.
His Suresnes business was to continue, still under British control, under the name Talbot until 1935 when it was acquired by investors led by the Suresnes factory's managing director, Antonio Lago. S T D Motors Limited known until 1920 as A Darracq and Company Limited became insolvent and was liquidated during 1935 and 1936. Alexandre Darracq, using part of the substantial profit he had made from selling his Gladiator bicycle factory to Adolpe Clément, set up a plant in 1897 in the Paris suburb of Suresnes; the company to own the business was formed in 1897 and named A Darracq et Cie. Production began with a Millet motorcycle powered by a five-cylinder rotary engine, it was supplemented shortly after by an electric brougham. In 1898 Darracq et Cie made a Léon Bollée-designed voiturette tricar; the voiturette proved a débâcle: the steering was problematic, the five-speed belt drive "a masterpiece of bad design", the hot tube ignition crude, proving the £10,000 Darracq et Cie had paid for the design a mistake.
Darracq et Cie produced its first vehicle with an internal combustion engine in 1900. Designed by Ribeyrolles this was a 6.5 hp voiture legére powered by a single-cylinder engine of 785 cc and it featured shaft drive and three speed column gear change. While not as successful as hoped, one hundred were sold. In 1902 Darracq & Co signed a contract with Adam Opel to jointly produce, under licence, vehicles in the German Empire with the brand name "Opel Darracq". Opel soon moved on to building their own vehicles. A Darracq et Cie was sold as of 30 September 1902 to an English company, A Darracq and Company Limited; the attraction for the British venture capitalists was that French automobile technology and industry experience led the world. It was incorporated in England because French law made the necessary flotation processes more difficult than English law; the perception from across the Atlantic in USA was that French industry was "offloading" on British investors. The English financial group was headed by W B Avery of W & T Avery Limited, a Birmingham scales manufacturer, J S Smith-Winby a London lawyer and a retired army officer, Colonel A Rawlinson.
They bought A Darracq et Cie and sold it again to other investors for five times their purchase price. Darracq received less than 50 percent of the shares in the new company. There was no public offering, eight other investors took up the rest of the shares. Further capital was raised and large sums were spent on factory expansion; the Suresnes site was expanded to some four acres in extent, in England extensive premises were bought. The Darracq & Co automobile company prospered, such that, by 1903, four models were offered: a 1.1-litre single, a 1.3 l and 1.9 l twin, a 3.8 l four. The 1904 models abandoned flitch-plated wood chassis for pressed steel, the new Flying Fifteen, powered by a 3-litre four, had its chassis made from a single sheet of steel; this car was Alexandre Darracq's chef d'oeuvre. There was nothing outstanding in its design but "every part was in such perfect balance and harmony" it became an outstanding model, its exceptional quality helped the company capture a ten percent share of the French auto market.
In late 1904 the chairman reported sales were up by 20 per cent though increased costs meant the profit had risen more slowly. But what was more important was they had many more orders than they could fill and the only solution was to enlarge the factory by as much as 50 per cent. 75 per cent of 1904 output was exported. At the following Annual meeting, twelve months the chairman was able to tell shareholders all the six speed records of the automobile world were held by Darracq cars and they had all been held more than twelve months and yet another had been added by K Lee Guinness, he reported that during 1905 a large property had been bought in Lambeth for examining adjusting and stocking new cars ready for the peak sales period. An announcement followed two days of a scheme of reconstitution of the company to raise more capital for further expansion; the reconstituted company was named Company Limited. Paris resident Alexander Darracq remained managing director, Rawlinson was appointed managing director of the London branch.
The "reconstitution" was to circumvent some holders of the company's shares who were unwilling to share the prosperity and blocked proposed new issues. So the company was sold, they were obliged to buy new shares like anyone else. J S Smith-Winby continued as chairman. After this "reconstitution" over 80 per cent of the shares were held in England. Meanwhile th