Automobiles Talbot S. A. was a French automobile manufacturer based in Hauts de Seine, outside Paris. The Suresnes factory had been built by Alexandre Darracq for his pioneering car manufacturing business begun in 1896, which he named A. Darracq & Cie, it was profitable. Alexandre Darracq built racing as well as “pleasure” cars and Darracq became famous for its motor racing successes. Darracq sold his remaining portion of his business in 1912. New owners renamed the Darracq business Automobiles Talbot in 1922. However, though its ordinary production cars were badged as Talbots, the new owners continued incorporating the Darracq name in Talbot-Darracq for their competition cars. Owing to the simultaneous existence of British Talbot cars, French products when sold in Britain were badged Darracq-Talbot or Talbot-Darracq, or simply Darracq. In 1932, after the onset of the Great Depression, Italo-British businessman Antonio Lago was appointed managing director in the hope that he might revive Automobiles Talbot’s business.
Lago began this process, but the owners were unable to stave off receivership beyond the end of 1934. The receiver did not close Automobiles Talbot, in 1936 Antonio Lago managed to complete a management buy-out from the receiver. For 1935, the existing range continued in production but from 1936 these were replaced with cars designed by Walter Becchia, featuring transverse leaf-sprung independent suspension; these included the 4-cylinder 2323 cc Talbot Type T4 "Minor", a surprise introduction at the 1937 Paris Motor Show, the 6-cylinder 2,696 cc Talbot "Cadette-15", along with and the 6-cylinder 2,996 cc or 3,996 cc Talbot "Major" and its long-wheelbase version, the Talbot "Master": these were classified as Touring cars. There was in the second half of the 1930s a range of Sporting cars which started with the Talbot "Baby-15", mechanically the same as the "Cadette-15" but using a shorter lighter chassis; the Sporting Cars range centred on the 6-cylinder 2,996 cc or 3,996 cc Talbot "Baby" and included the 3,996 cc 23 and sporting Lago-Spéciale and Lago-SS models with two and three carburettors, corresponding increases in power and performance.
The most specified body for the Lago-SS was built by Figoni et Falaschi, featured a eye-catching aerodynamic form. Lago was an excellent engineer who developed the existing six-cylinder engine into a high-performance 4-litre one; the sporting six-cylinder models had a great racing history. The bodies—such as of the T150 coupé—were made by excellent coachbuilders such as Figoni et Falaschi or Saoutchik. Although the proliferation of cars types and model names that followed Lago's acquisition of the business is at first glance bewildering, it involved only four standard chassis lengths as follows: Short Châssis: Minor T4 Junior 11 Baby-15 Baby 3 litres T150 3 litres Baby 4 litres Lago Spécial Extra short Châssis: Lago SS Normal Châssis: Cadette-15 Major 3 litres Major 4 litres Long Châssis: Master 3 litres Master 4 litres During the early years of the war Walter Becchia left Talbot to work for Citroen, but Lago was joined in 1942 by another exceptional engineer, Carlo Machetti, from the two of them were working on the twin camshaft 4483 cc six-cylinder unit that would lie at the heart of the 1946 Talbot T26.
After the war, the company continued to be known both for successful high-performance racing cars and for large luxurious passenger cars, with extensive sharing of chassis and engine components between the two. The period was one of economic stagnation and financial stringency; the company had difficulty finding customers, its finances were stretched. In 1946, the company began production of a new engine design, based on earlier units but with a new cylinder head featuring a twin overhead camshaft; this engine, designed under the leadership of Carlo Marchetti, was in many respects a new engine. A 4483 cc six-cylinder in-line engine was developed for the Talbot Lago Record and for the Talbot Grand Sport 26CV; these cars were priced against large luxurious cars from the likes of Delahaye, Delage and Salmson. Talbot would remain in the auto-making business for longer than any of these others, the Talbot name had the further dubious distinction of a resurrection in the early 1980s; the Talbot Lago Record T26 was a large car with a fiscal horsepower of 26 CV and a claimed actual power output of 170 hp, delivered to the rear wheels via a four-speed manual gear box, with the option at extra cost of a Wilson pre-selector gear box, supporting a claimed top speed of 170 km/h.
The car was sold as a stylish four-door sedan, but a two-door cabriolet was offered. There were coachbuilt specials with bodywork by traditionalist firms such as Graber; the T26 Grand Sport was first displayed in public in October 1947 as a shortened chassis, only 12 were made during 1948, the models's first full year of production. The car was noted for its speed; the engine which produced 170 hp in the Lago Record was adapted to provide 190 bhp or 195 bhp in the GS, a top speed of around 200 km/h was claimed, depending on the body, fitted. The
A preselector or self-changing gearbox is a type of manual gearbox used on a variety of vehicles, most in the 1930s. The defining characteristic of a preselector gearbox is that the manual shift lever is used to "pre-select" the next gear to be used a separate control is used to engage this in one single operation, without needing to work a manual clutch. Most pre-selector transmissions avoid a driver-controlled clutch entirely; some use one for starting off. Preselector gearboxes are not automatic gearboxes. A automatic gearbox is able to select the ratio used. There are several radically different mechanical designs of preselector gearbox; the best known is the Wilson design. Some gearboxes, such as the Cotal, shift gears as the control is moved, without requiring the separate pedal action; these were considered under the same overall heading. In recent years, a similar role is carried out by the increasing number of'Tiptronic' or'paddle shift' gearboxes, using manual selection and immediate automated changing.
For the driver, there are two advantages: Fast shifting, with only a single operation. This requires less skill to learn than techniques like double declutching and it offers faster shifts when racing. Ability to handle far more engine power, with a lighter mechanism. In engineering terms, some designs of pre-selector gearbox may offer particular advantages; the Wilson gearbox offers these, although they're shared by some of the other designs though the designs are quite different: Their friction components are brakes, rather than clutches. These are simpler to engineer, as the wear components can be arranged to not be rotating parts; the friction wear components can be mounted on the outside of the mechanism, rather than buried within it. This makes regular adjustment easier, they were common on Daimler cars and commercial vehicles, Alvis, Talbot-Lago, Lagonda Rapier and Armstrong Siddeley cars as well as on many London buses. They have been used in racing cars, such as the 1935 ERA R4D, hillclimbing cars such as Auto Union "Silver Arrows".
Military applications began in 1929 and included tanks such as the German Tiger I and Tiger II in World War II, through to current tanks such as the Challenger 2. Many pre-selector designs made use of a series of epicyclic gearboxes; the Viratelle epicyclic pre-selector gearbox is the first one known designed and used from 1906, used on Viratelle motorcycles with 3 speeds but on cyclecars with 3 forward speeds and a reverse gear. The Wilson pre-selector gearbox is the best known design and is the archetype meant when the term "pre-selector gearbox" is used without further qualification. Major W. G. Wilson was rewarded as one of the major co-inventors of the tank after World War I, he had been involved with the development of transmissions for tanks the problem of their steering gearbox. He had become an advocate for the benefits of the epicyclic gearbox, which allowed large torques to be transmitted whilst still being controllable through a small input force. In 1917, Wilson designed the Mark V tank.
Wilson's major claim for its advantage was that the epicyclic system allowed control through a brake, rather than through a clutch, "a brake can stand more punishment than a clutch and is easier to judge in its application". This was the first of the heavy tanks that could be driven by a single driver, without requiring him to signal orders inside to others working the secondary gear levers. Since 1900, the Lanchester Motor Company had built cars with manually controlled epicyclic gearboxes, first with a cone clutch with multi-plate clutches; these formed the ratio-changing gearbox of the transmission. In 1918, an experimental tank "Lanchester Gearbox Machine" or "Experimental Machine K" was tested, fitted with an epicyclic gearbox built by Lanchester. After the War, Wilson had a considerable reputation as an engineer of genius for gearbox design. In 1928 he patented his design for a novel pre-selective gearbox. Various manufacturers produced preselector transmissions under licence to the Wilson patents.
Wilson himself formed a partnership with J. D. Siddeley of the car maker Armstrong Siddeley, first under the name of "Improved Gears Ltd." later as "Self-Changing Gears Ltd.". As its name suggests, gear changes were made by selecting a gear ratio in advance of its being needed; the chosen gear was brought into operation by pressing and releasing the'gear change pedal', the left pedal, installed in place of the usual clutch pedal. It is not to be confused with an automatic transmission, in that both the ratio chosen, the moment for gear changing, are controlled by the driver; the Wilson gearbox was produced with a variety of clutches. The best-known is the fluid flywheel, used for touring cars such as the Daimler and the Armstrong Siddeley. Sports cars used a Newton centrifugal clutch; this was a multiple plate dry clutch, similar to racing manual clutches of the time, but with the pressure plate centrifugally actuated to engage at around 600rpm. Pure racing cars, such as the ERA, avoided a clutch altogether and relied on the progressive engagement of the gearbox's band brake on lowest gear when starting.
The Wilson gearbox relied on a number of epicyclic gears, coupled in an ingenious manner, Wilson's invention. A separate epicyclic was required for each intermediate gear, with a cone clutch for the straight-through top gear and a further epicyclic for reverse. Four gears were provided, at a time when
The Ford Vedette is a large car, manufactured by Ford SAF in their Poissy plant from 1948-1954. Introduced at the 1948 Mondial de l'Automobile in Paris, it was designed in Detroit and featured the Poissy-made 2158 cc Aquillon sidevalve V8 engine of Ford's Flathead engine family, the same as in pre-war Matford cars, it was the only French car of its time with a V8 engine. Because the Poissy factory could not resume complete automobile production after World War II, many vital components had still to be made by various subcontractors, which had an adverse effect on the quality of the car and contributed to its limited popularity. Over the six years in production, the Vedette was available in several body styles, ranging from the original four-door fastback through the four-door saloon, a Sunliner two-door landaulet based on the saloon, a two-door Coupé and, based on it, the Cabriolet Décapotable. Under the direction of the new company president, Mr. François Lehideux, Ford France refreshed the car for 1950, again in 1952, when it received a one-piece windscreen, new interior and bumpers, better brakes, lengthened rear overhang and trunk - and a cigarette lighter.
The 1953 October Mondial de l'Automobile saw a luxury version of the Vedette, the Ford Vendôme, fitted with the bigger 3923 cc Mistral V8 engine used in Ford France trucks. Updated in 1953 was the five-door, five-seat Abeille estate with a two-piece tailgate, advertised as both practical and comfortable; the Abeille exhibited with little fanfare at the October 1951 Motor Show as a "farmer's car" and launched more formally as the "Ford Abeille" in June 1952, was a "no frills" development of the Vedette with which it shared its wheel base and engine, but the rear overhang and therefore the overall length were shorter by 220 mm The interior surfaces of the Abeille were without exception of painted metal, the front bench seat of the Vedette was replaced with two "rustic" seats taken from a commercial van, but behind them the rear bench was easy to remove, allowing for the installation of a flat "false-floor" of timber planks, facilitating the use of the car as a load carrier for farmers and small-scale traders.
At the October 1953 Motor Show the standard Abeille was listed at 845,000 Frances as against 935,000 francs for the least expensive version of the Vedette. Facing unsatisfactory sales results, as well as disruptive strikes at the Poissy plant at the turn of the decade, Ford had been trying to dispose of the factory since shortly after the end of the war. An opportunity arose in 1954, when Henri-Theodore Pigozzi, the founder of the successful French automaker Simca, was looking for a new plant to expand its operations. Ford France was merged into Simca with both the Poissy plant and the rights to all models manufactured there — including a newly designed Vedette; the new car had debuted in France under the name of Simca Vedette, but was sold as the Ford Vedette in some markets at least until 1956. Club Vedette France Mademoiselle Ford @ Best Cars Web Site "The Ford Vedette de mon père", Patrick Lesueur, ETAI, Boulogne-Billancourt, France, 1997
The layout of a car is defined by the location of the engine and drive wheels. Layouts can be divided into three categories: front-wheel drive, rear-wheel drive and four-wheel drive. Many different combinations of engine location and driven wheels are found in practice, the location of each is dependent on the application for which the car will be used; the front-engine, front-wheel-drive layout places both the internal combustion engine and driven wheels at the front of the vehicle. This is the most common layout for cars since the late 20th century; some early front-wheel drive cars from the 1930s had the engine located in the middle of the car. A rear-engine, front-wheel-drive layout is one in which the engine is between or behind the rear wheels, drives the front wheels via a driveshaft, the complete reverse of a conventional front-engine, rear-wheel-drive vehicle layout; this layout has only been used on concept cars. The front-engine, rear-wheel drive layout is one where the engine is located at the front of the vehicle and driven wheels are located at the rear.
This was the traditional automobile layout for most of the 20th century, remains the most common layout for rear-wheel drive cars. The mid-engine, rear-wheel drive layout is one where the rear wheels are driven by an engine placed just in front of them, behind the passenger compartment. In contrast to the rear-engined RR layout, the center of mass of the engine is in front of the rear axle; this layout is chosen for its low moment of inertia and favorable weight distribution. The rear-engine, rear-wheel drive layout places both the engine and drive wheels at the rear of the vehicle. In contrast to the MR layout, the center of mass of the engine is between the rear axle and the rear bumper. Although common in transit buses and coaches due to the elimination of the drive shaft with low-floor bus, this layout has become rare in passenger cars; the Porsche 911 is notable for its continuous use of the RR layout since 1963. Car drivetrains where power can be sent to all four wheels are referred to as either four-wheel drive or all-wheel drive.
The front-engine, four-wheel drive layout places the engine at the front of the vehicle and drives all four roadwheels. This layout is chosen for better control on many surfaces, is an important part of rally racing as well as off-road driving. Most four-wheel-drive layouts are front-engined and are derivatives of earlier front-engine, rear-wheel-drive designs; the mid-engine, four-wheel drive layout places the engine in the middle of the vehicle, between both axles and drives all four road wheels. Although the term "mid-engine" can mean the engine is placed anywhere in the car such that the centre of gravity of the engine lies between the front and rear axles, it is used for sports cars and racing cars where the engine is behind the passenger compartment; the motive output is sent down a shaft to a differential in the centre of the car, which in the case of an M4 layout, distributes power to both front and rear axles. The rear-engine, four-wheel drive layout places the engine at the rear of the vehicle, drives all four wheels.
This layout is chosen to improve the traction or the handling of existing vehicle designs using the rear-engine, rear-wheel-drive layout. For example, the Porsche 911 added all-wheel drive to the existing line-up of rear-wheel drive models in 1989. Automobile handling Car classification Drivetrain layout
Venice is a city in northeastern Italy and the capital of the Veneto region. It is situated on a group of 118 small islands that are separated by canals and linked by over 400 bridges; the islands are located in the shallow Venetian Lagoon, an enclosed bay that lies between the mouths of the Po and the Piave rivers. In 2018, 260,897 people resided in the Comune di Venezia, of whom around 55,000 live in the historical city of Venice. Together with Padua and Treviso, the city is included in the Padua-Treviso-Venice Metropolitan Area, considered a statistical metropolitan area, with a total population of 2.6 million. The name is derived from the ancient Veneti people who inhabited the region by the 10th century BC; the city was the capital of the Republic of Venice. The 697–1797 Republic of Venice was a major financial and maritime power during the Middle Ages and Renaissance, a staging area for the Crusades and the Battle of Lepanto, as well as an important center of commerce and art in the 13th century up to the end of the 17th century.
The city-state of Venice is considered to have been the first real international financial center, emerging in the 9th century and reaching its greatest prominence in the 14th century. This made Venice a wealthy city throughout most of its history. After the Napoleonic Wars and the Congress of Vienna, the Republic was annexed by the Austrian Empire, until it became part of the Kingdom of Italy in 1866, following a referendum held as a result of the Third Italian War of Independence. Venice has been known as "La Dominante", "La Serenissima", "Queen of the Adriatic", "City of Water", "City of Masks", "City of Bridges", "The Floating City", "City of Canals"; the lagoon and a part of the city are listed as a UNESCO World Heritage Site. Parts of Venice are renowned for the beauty of their settings, their architecture, artwork. Venice is known for several important artistic movements—especially during the Renaissance period—has played an important role in the history of symphonic and operatic music, is the birthplace of Antonio Vivaldi.
Although the city is facing some major challenges, Venice remains a popular tourist destination, an iconic Italian city, has been ranked the most beautiful city in the world. The name of the city, deriving from Latin forms Venetia and Venetiae, is most taken from "Venetia et Histria", the Roman name of Regio X of Roman Italy, but applied to the coastal part of the region that remained under Roman Empire outside of Gothic and Frankish control; the name Venetia, derives from the Roman name for the people known as the Veneti, called by the Greeks Enetoi. The meaning of the word is uncertain, although there are other Indo-European tribes with similar-sounding names, such as the Celtic Veneti and the Slavic Vistula Veneti. Linguists suggest that the name is based on an Indo-European root *wen, so that *wenetoi would mean "beloved", "lovable", or "friendly". A connection with the Latin word venetus, meaning the color'sea-blue', is possible. Supposed connections of Venetia with the Latin verb venire, such as Marin Sanudo's veni etiam, the supposed cry of the first refugees to the Venetian lagoon from the mainland, or with venia are fanciful.
The alternative obsolete form is Vinegia. Although no surviving historical records deal directly with the founding of Venice and the available evidence have led several historians to agree that the original population of Venice consisted of refugees—from nearby Roman cities such as Padua, Treviso and Concordia, as well as from the undefended countryside—who were fleeing successive waves of Germanic and Hun invasions; this is further supported by the documentation on the so-called "apostolic families", the twelve founding families of Venice who elected the first doge, who in most cases trace their lineage back to Roman families. Some late Roman sources reveal the existence of fishermen, on the islands in the original marshy lagoons, who were referred to as incolae lacunae; the traditional founding is identified with the dedication of the first church, that of San Giacomo on the islet of Rialto —said to have taken place at the stroke of noon on 25 March 421. Beginning as early as AD 166–168, the Quadi and Marcomanni destroyed the main Roman town in the area, present-day Oderzo.
This part of Roman Italy was again overrun in the early 5th century by the Visigoths and, some 50 years by the Huns led by Attila. The last and most enduring immigration into the north of the Italian peninsula, that of the Lombards in 568, left the Eastern Roman Empire only a small strip of coastline in the current Veneto, including Venice; the Roman/Byzantine territory was organized as the Exarchate of Ravenna, administered from that ancient port and overseen by a viceroy appointed by the Emperor in Constantinople. Ravenna and Venice were connected only by sea routes, with the Venetians' isolated position came increasing autonomy. New ports were built, including those at Torcello in the Venetian lagoon; the tribuni maiores formed the earliest central standing governing committee of the islands in the lagoon, dating from c. 568. The traditional first doge of Venice, Paolo Lucio A
A transmission is a machine in a power transmission system, which provides controlled application of the power. The term transmission refers to the gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating power source to another device. In British English, the term transmission refers to the whole drivetrain, including clutch, prop shaft and final drive shafts. In American English, the term refers more to the gearbox alone, detailed usage differs; the most common use is in motor vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a high rotational speed, inappropriate for starting and slower travel; the transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are used on pedal bicycles, fixed machines, where different rotational speeds and torques are adapted. A transmission has multiple gear ratios with the ability to switch between them as speed varies.
This switching may be done automatically. Directional control may be provided. Single-ratio transmissions exist, which change the speed and torque of motor output. In motor vehicles, the transmission is connected to the engine crankshaft via a flywheel or clutch or fluid coupling because internal combustion engines cannot run below a particular speed; the output of the transmission is transmitted via the driveshaft to one or more differentials, which drives the wheels. While a differential may provide gear reduction, its primary purpose is to permit the wheels at either end of an axle to rotate at different speeds as it changes the direction of rotation. Conventional gear/belt transmissions are not the only mechanism for speed/torque adaptation. Alternative mechanisms include power transformation. Hybrid configurations exist. Automatic transmissions use a valve body to shift gears using fluid pressures in response to speed and throttle input. Early transmissions included the right-angle drives and other gearing in windmills, horse-powered devices, steam engines, in support of pumping and hoisting.
Most modern gearboxes are used to increase torque while reducing the speed of a prime mover output shaft. This means that the output shaft of a gearbox rotates at a slower rate than the input shaft, this reduction in speed produces a mechanical advantage, increasing torque. A gearbox can be set up to do the opposite and provide an increase in shaft speed with a reduction of torque; some of the simplest gearboxes change the physical rotational direction of power transmission. Many typical automobile transmissions include the ability to select one of several gear ratios. In this case, most of the gear ratios are used to slow down the output speed of the engine and increase torque. However, the highest gears may be "overdrive" types. Gearboxes have found use in a wide variety of different—often stationary—applications, such as wind turbines. Transmissions are used in agricultural, construction and automotive equipment. In addition to ordinary transmission equipped with gears, such equipment makes extensive use of the hydrostatic drive and electrical adjustable-speed drives.
The simplest transmissions called gearboxes to reflect their simplicity, provide gear reduction, sometimes in conjunction with a right-angle change in direction of the shaft. These are used on PTO-powered agricultural equipment, since the axial PTO shaft is at odds with the usual need for the driven shaft, either vertical, or horizontally extending from one side of the implement to another. More complex equipment, such as silage choppers and snowblowers, have drives with outputs in more than one direction; the gearbox in a wind turbine converts the slow, high-torque rotation of the turbine into much faster rotation of the electrical generator. These are more complicated than the PTO gearboxes in farm equipment, they weigh several tons and contain three stages to achieve an overall gear ratio from 40:1 to over 100:1, depending on the size of the turbine. The first stage of the gearbox is a planetary gear, for compactness, to distribute the enormous torque of the turbine over more teeth of the low-speed shaft.
Durability of these gearboxes has been a serious problem for a long time. Regardless of where they are used, these simple transmissions all share an important feature: the gear ratio cannot be changed during use, it is fixed at the time. For transmission types that overcome this issue, see Continuously variable transmission known as CVT. Many applications require the availability of multiple gear ratios; this is to ease the starting and stopping of a mechanical system, though another important need is that of maintaining good fuel efficiency. The need for a transmission in an automobile is a consequence of the characteristics of the internal combustion engine. Eng
Paris Motor Show
The Paris Motor Show is a biennial auto show in Paris. Held during October, it is one of the most important auto shows with many new production automobile and concept car debuts; the show presently takes place in Paris expo Porte de Versailles. The Mondial is scheduled by the Organisation Internationale des Constructeurs d'Automobiles, which considers it a major international auto show. In 2016, the Paris Motor Show welcomed 1,253,513 visitors, making it the most visited auto show in the world, ahead of Tokyo and Frankfurt; the key figures of the show are: 125 000 m2 of exhibition, 8 pavilions, 260 brands from 18 countries, 65 world premieres, more than 10 000 test drives for electric and hybrid cars, more than 10 000 journalists from 103 countries. Until 1986, it was called the Salon de l'Automobile; the show was held annually through 1976. The show was the first motor show in the world, started in 1898 by industry pioneer, Albert de Dion. After 1910 it was held at the Grand Palais in the Champs-Élysées.
During the First World War motor shows were suspended, meaning that the show of October 1919 was only the 15th "Salon". There was again no Paris Motor Show in 1925, the venue having been booked instead for an Exhibition of Decorative Arts. In October 1926 the Motor Show returned; the outbreak of war again intervened in 1939 when the 33rd Salon de l'Automobile was cancelled at short notice. Normality of a sorts returned some six years and the 33rd "Salon" opened in October 1946. In January 1977, it was announced that no Paris Motor Show would take place that year, because of the "current economic situation": at the same time the organisers confirmed that a 1978 Auto Salon for Paris was planned; the 65th Salon de Paris duly opened on 15 October 1978 in the modern buildings of the Parc des Expositions on the south-western edge of central Paris at the Porte de Versailles, where the show had been held since 1962. 1898 1st 1913 14th "Salon de l'Automobile" 1919 15th "Salon de l'Automobile" The first "Salon" since 1913.9 October 1919 65 French automobile makers exhibited.
At least 118 exhibitors in total. There was no "Salon de l'Automobile" in 1920 1921 16th "Salon de l'Automobile" 1922 17th "Salon de l'Automobile" 4 October 1922 81 French automobile makers exhibited 113 exhibitors in total.1923 18th "Salon de l'Automobile" 1924 19th "Salon de l'Automobile" 2 October 1924 78 French automobile makers exhibited 116 exhibitors in total. There was no "Salon de l'Automobile" in 1925 due to the venue having been allocated to an Exhibition of Decorative Arts 1926 20th "Salon de l'Automobile" 7 October 1926 81 French automobile makers exhibited and 42 non French automobile industry businesses exhibited. 126 exhibitors in total1927 21st "Salon de l'Automobile" 1928 22nd "Salon de l'Automobile" 1929 23rd "Salon de l'Automobile" 1930 24th "Salon de l'Automobile" 2 October 1930 46 French automobile makers and 46 non French automobile makers exhibited. 92 exhibitors in total.1931 25th "Salon de l'Automobile" 1 October 1931 39 French automobile makers and 37 non French automobile makers exhibited.
79 exhibitors in total.1932 26th "Salon de l'Automobile" 1933 27th "Salon de l'Automobile" 5 October 1933 26 French automobile makers exhibited.1934 28th "Salon de l'Automobile" 1935 29th "Salon de l'Automobile" 1936 30th "Salon de l'Automobile" 1937 31st "Salon de l'Automobile" 7 October 1937 22 French automobile makers exhibited.1938 32nd 1946 33rd 1947 34th "Salon de l'Automobile" 23 October 1947 27 French automobile makers exhibited.1948 35th 1949 36th 1950 37th 1951 38th "Salon de l'Automobile" 4 October 1951 23 French automobile makers exhibited.1952 39th 1953 40th 1954 41st 1955 42nd 1956 43rd 1957 44th "Salon de l'Automobile" 3 October 1957 24 French automobile makers exhibited.1958 45th 1959 46th 1960 47th 1961 48th "Salon de l'Automobile" 5 October 1961 9 French automobile makers exhibited. 1962 49th SalonThis was the first year the show was held at the Porte de Versailles on the outskirts of Paris.1963 50th 1964 51st 1965 52nd "Salon de l'Automobile" October 1965 9 French automobile makers exhibited.
1966 53rd 1967 54th "Salon de l'Automobile" 6 October 1967 8 French automobile makers exhibited, plus one coachbuilder Citroën Dyane world premiere1968 55th "Salon de l'Automobile" 1976 63rd "Salon de l'Automobile" known as a "Salon of Sobriété"Ferrari 400 world premiere1978 64th "Salon de l'Automobile" 15 October 19781998 Paris Motor Show 2000 Paris Motor Show 2002 Paris Motor Show 2004 Paris Motor Show 2006 Paris Motor Show 2008 Paris Motor Show 2010 Paris Motor Show 2012 Paris Motor Show 2014 Paris Motor Show 2016 Paris Motor Show 2018 Paris Motor Show Media related to Mondial de l’Automobile de Paris at Wikimedia Commons Official website Template:Paris Motor Show