Now something else:
1937 Pourtout Delage D8 120S Aero Coupe
Last edited by Galrot; 10-07-2012 at 05:02 PM.
I speak to a lot of people, but suffer from NND, New Name Disorder; always have. I love it when the better shows put the owner's names on their credentials.
That looks like a pretty fresh restoration, but you never know. The restoration on my Mark II convertible is going on 20 years, astounding most people. I know where all the flaws are, though.
Last edited by David802; 10-07-2012 at 05:29 PM.
I love the Conceptcarz site. They have pages for our '33 Continental Flyer, '55 Porsche Continental Cabrio and '56 Mark II convertible. We seem to frequently cross paths.
The '33 Flyer is also a transition car. While the '32 Fords were all-steel, that feature was uncommon for most cars. Most cars were made from sheet metal nailed or screwed to a wood frame. Wood holds moisture so many of the cars simply rotted or rusted away. Structural integrity was a joke after a couple of years of rough roads. Some of the crash pictures are pretty horrific.
Brief history of this car and why people find it significant. First, it's the only known running example in the Western Hemisphere. It was designed for a new entry into the growing auto market of 200, or so, manufacturers. The Continental Motor Company made engines for most of those companies, along with Lycoming and others. They got stuck with a debt of $500,000 for unpaid bills for engines private labelled Hall for the DeVaux Company. They traded a portion of the debt for the factory and the existing stock of unbuilt bodies and went into the car-building business, competing with their customers. The Flyer model lasted a single year and the company stopped building cars in 1934.
The car is significant in other ways. They took what they thought were the best automotive ideas of the time and applied them to their product. The rear suspension used (4) quarter elliptical springs to locate and spring the rear axle for significantly lowered sprung weight. The split front axle had a transverse spring on the front. While that was common for cars of that era, what was uncommon was that there was only one shackle. One end was fixed to the axle and the other had a shackle to allow for movement, but that created a 3-point suspension, a very stable configuration. It eliminated the side to side sway of the "buggy-ride" motion of most cars. They took that theory a step further and applied it to an engine for the fist time. The transmission was supported on a single mount with two spring/rubber mounts up front. This eliminated the typical side to side motto of a motor/trans on 4 mounts.
The one thing that set this car above many others in its low price range is that it was designed by a Count Alexis de Sakhnoffsky, a russian nobleman that designed cars for french companies. It was high style for low dollars.
Note the wide stance and wheel gap, both very unusual for the time.
Actually, aerodynamic analysis of automotive designs predated Ledwinka's Tatras. Amos Northup tested his 1933 Reo Royale in a wind tunnel for drag and stability factors, and more notably, Chrysler did extensive and elaborate aerodynamic analysis of its 1934 Airflow, even going to the extreme of fitting ultra-slick nose pieces on its production prototypes to explore aerodynamics even more deeply. Rumpler and Voisin, in the teens and twenties, were tinkering with the aerodynamics of their designs, too, to a less significant degree of success, though.
1933 Reo Royale:
1934 Chrysler Airflow:
There are myriad examples of automotive designers and engineers exploring the science of aerodynamics that predate the Tatra. Another very notable example is John Tjaarda's famous streamliner concept car that he sold to Ford Motor Company after it created a sensation at the 1933 Century of Progress World's Fair in Chicago. Edsel Ford took this design, adapted it to front-engined configuration instead of its original rear-engine layout, and produced the landmark Lincoln Zephyr of 1936, which was the first really successful mass-produced "aero" car. Ferdinand Porsche traveled to America in 1933 specifically to study this futuristic prototype, btw. The influence Tjaarda's design exerted on Porsche's eventual VW Beetle is pretty obvious:
The Tjaarda World's Fair concept car:
The car it begat, the Lincoln Zephyr:
Last edited by Kar98; 10-07-2012 at 06:39 PM.