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73-557: Delage is a French luxury automobile and racecar company founded in 1905 by Louis Delâge in Levallois-Perret near Paris ; it was acquired by Delahaye in 1935 and ceased operation in 1953. On 7 November 2019, the association "Les Amis de Delage" created in 1956 and owner of the Delage brand, announced the re-founding of the company Delage Automobiles with the Delage D12 . The company

146-448: A 25 Million franc loan in order to finance the tooling needed to put the D6 into production. It was at this time that he also entered into negotiations with Peugeot about using their dealership and service network. These negotiations went nowhere, and discussions with other possible partners/rescuers also came to nothing. There were also personal problems involving his marriage which necessitated

219-468: A 4,061 cc (247.8 cu in) (77 by 109 mm (3.0 by 4.3 in)) straight eight, making it capable of 85 mph (137 km/h). Delage followed in 1932 with the Grand Sport, on a 123 in (3,100 mm) 130 in (3,300 mm) in 1934) wheelbase, capable of 100 mph (160 km/h). But the backlash of the economic crisis of 1929 arrived and manufacturers of luxury cars all over

292-638: A 5,954 cc (363.3 cu in) (95 by 140 mm (3.7 by 5.5 in)) six, again using the GL block, with four valves per cylinder and twin overhead cams. Driven by Divo, it broke the Mont Ventoux course record in its debut. The car was destroyed by fire at the Phoenix Park meet in 1934. The 1924 and 1925 DIS , with a 117 in (3,000 mm) wheelbase, switched from Rolls-Royce -type locking wheel hubs to Rudge knock-ons, better cam, and bigger valves, while

365-609: A Hispano-Suiza together with works drivers Pilleveridier and Zucarelli in the Coupe des Voiturettes Boulogne and the Catalan Cup Races, gaining second and fourth places respectively. France was soon proving to be a larger market for Hispano-Suiza's luxury cars than Spain. In 1911, an assembly factory called Hispano France began operating in the Paris suburb of Levallois-Perret . Production was moved to larger factories at Bois-Colombes , under

438-513: A Plancton-designed 1,984 cc (121.1 cu in) (51.3 by 80 mm (2.02 by 3.15 in)) four overhead cam V12. The 110 hp (82 kW; 110 PS) car, driven by Thomas, fell out of the French Grand Prix in 1923, but went on to perform well for the bulk of the 1923 and 1924 season. With supercharger added in 1925, bringing output to 195 hp (145 kW; 198 PS), it won at Montlhéry and Lasarte , proving as fast as

511-444: A choice of 2.2- and 2.5-liter sidevalve engines, also briefly appeared. Delage entered the 1911 Coupe de l'Auto at Boulogne with a 50 hp (37 kW) 2,996 cc (182.8 cu in) (80 by 149 mm (3.1 by 5.9 in)) four with two 60 mm (2.4 in)-diameter bellcrank-operated valves per cylinder controlled by camshafts in the crankcase. The five-speed gearbox gave a top speed of 60 mph (97 km/h), and

584-578: A converted barn in Levallois at the outskirts of Paris. The Delage Automobile Company grew rapidly and their vehicles gained a reputation for stylish appearance and quality and as a dominant force in motor racing . The Great Depression of the 1930s took its toll and car sales plummeted. By 1935 his company was forced into liquidation, and the rights to the Delage name were auctioned to the Delahaye car company. The new owners unceremoniously dismissed Delâge with

657-815: A cumulative power of 1,100 hp (809 kW). It will be produced in France like all Delages. Delage Automobiles has joined forces with racing driver Jacques Villeneuve as the development driver for the future production model. The car was presented at private events in Los Angeles and Orange County in California in December 2019, then in Monaco in September 2020, Geneva in November 2020 and Dubai in December 2020. Voted "most beautiful car in

730-760: A firm affiliated with Erwin Leo Himmel . However, the planned production never materialised. The official revival of the Hispano-Suiza brand occurred at the 2019 Geneva Motor Show with the debut of the Carmen , an all-electric supercar. This car was presented by the company Hispano Suiza Cars that is associated with the Peralada Group owned by the Suqué Mateu family, descendants of one of Hispano-Suiza's original founders, Damián Mateu  [ es ] . The car's design

803-424: A four-valve 6,235 cc (380.5 cu in) (105 by 180 mm (4.1 by 7.1 in)) four-cylinder of 118 hp (87 kW), coupled again to a five-speed gearbox and fitted this time with 43 imp gal (200 L; 52 US gal). Three cars were built for the 569 mi (916 km) Amiens Grand Prix , though only two, Bablot's and Guyot's, actually entered. On the day, Bablot's Delage proved

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876-725: A higher performance 20 mm design that was also used in the US as the M139. A variation of the 20 mm guns used on the Lockheed P-38 Lightning aircraft were produced by International Harvester . In 1970 Hispano-Suiza sold their armaments division to Oerlikon , the HS.820 becoming the KAD. In 1940, Hispano-Suiza, together with the Spanish bank Banco Urquijo and a group of Spanish industrial companies, founded

949-523: A maximum speed of 177 km / h. In 1925, Carlos Ballester obtained permission to represent Hispano-Suiza in Argentina. The agreement consisted of a phase in which the chassis were imported, followed by complete domestic production in Argentina. Thus Hispano Argentina Fábrica de Automóviles (HAFDASA) was born, for the production of Hispano-Suiza motors and automobiles, and also the production of spare parts for other car, truck, and bus manufacturers. After

1022-504: A penurious pension. Louis Delâge was nearly 60 when he found himself in a financial crisis worsened by his divorce. He sought solace in his Roman Catholic faith, and because he was too poor to afford a car, he often made the pilgrimage on foot or by bicycle to the sacred convent of Saint Thérèse in the city of Lisieux and to the Sanctuary of Our Lady of Lourdes . In 1947, at the age of 73 and nearly impoverished, Louis Delâge died. He

1095-497: A production car even in this era, four-wheel brakes. The CO2 completed the Paris-Nice run in 16 hours, an average of 67 km/h (42 mph). The next year, the new 14 hp (10 kW; 14 PS) DI also switched to OHV with a 2,121 cc (129.4 cu in) (75 by 120 mm (3.0 by 4.7 in)) four, fitted with magneto ignition and thermosyphon cooling; all had four-speed gearboxes and Zenith carburettors . At

1168-535: A radical 28 hp (21 kW) 1,257 cc (76.7 cu in) (100 by 160 mm (3.9 by 6.3 in)) one-cylinder (built by Nemorin Causan) in the hands of Delage dealer Albert Guyot. Guyot won at an average 49.8 mph (80.1 km/h), not needing to stop for fuel. All three Delages finished this time, Thomas the quickest of the two-cylinder cars, while the team also took home the regularity prize. These good results contributed to total sales exceeding 300 cars for

1241-566: A rearrangement of Delage's personal finances, although in the event it was the sale of his expensive home in the Champs-Élysées that reduced the pressure on his finances if only in the short term. The last models to emerge from the factory in Courbevoie were the types D6-65, D8-85 and D8-105, designed by engineer Michelat. On 20 April 1935 the factory in Courbevoie went into voluntary liquidation. But Louis Delage would not admit defeat, and with

1314-452: A semi-autonomous partnership with the Spanish parent company. In 1946, the parent company sold all of its Spanish automotive assets to Enasa , a Spanish state-owned vehicle manufacturer, and the French arm continued as an independent aviation engine and components manufacturer under the Hispano-Suiza name. In 1968, Hispano-Suiza was taken over by the aerospace company Snecma , which is now part of

1387-455: A series of luxury cars with overhead camshaft engines of increasing performance. On the other hand, in the 1930s, Hispano-Suiza's V-12 car engines reverted to pushrod valve actuation to reduce engine noise. During this time, Hispano-Suiza released the 37.2 Hispano-Suiza car built at the Bois-Colombes works. The hood ornament atop the radiator after World War I was in the form of a stork ,

1460-667: Is interred in the cemetery in Le Pecq . In 1990, in his hometown of Cognac, an industrial school was dedicated as the "Lycée professionnel Louis Delâge" in his memory. Hispano-Suiza Hispano-Suiza ( Spanish for 'Spanish-Swiss') is a Spanish automotive company. It was founded in 1904 by Marc Birkigt and Damián Mateu  [ es ] as an automobile manufacturer and eventually had several factories in Spain and France that produced luxury cars, aircraft engines, trucks and weapons. In 1923, its French luxury car arm became

1533-495: The Alfa Romeo P2 , but rarely racing it directly. This car was supplanted in 1926 by a Lory-designed supercharged 1.5-liter twincam straight eight of 170 hp (125 kW); capable of 130 mph (210 km/h), it was the company's last Grand Prix entrant. Always passionate about racing, Louis Delage designed an 8-cylinder 1500 cc, the type 15 S 8. This car won four European Grands Prix races in 1927, and won Delage

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1606-558: The Coupe des Voiturettes . In 1908, the success enabled the development of the factory and entry into more Grand Prix races. That year, racing success returned: Delage won the Grand Prix des Voiturettes held 6 July. This event, six laps of the 47.74 mi (76.83 km) Dieppe Grand Prix circuit, saw 47 starters. Delage fielded three cars: a pair with 1,242 cc (75.8 cu in) (78 by 130 mm (3.1 by 5.1 in)) De Dion-Bouton twins, driven by Thomas and Lucas-Bonnard, and

1679-667: The First World War , Delage produced munitions. Production of passenger cars virtually stopped, with the exception of some fabrication for the Army. But the Delage factories were running full support for the war effort. When the war concluded, Delage moved away from small cars and made its reputation with larger cars. First up was the CO , with a 4,524 cc (276.1 cu in) (80 by 150 mm (3.1 by 5.9 in)) fixed-head sidevalve six producing 20 hp. The CO plans had been drawn up during

1752-468: The Hispano-Suiza 12Y was in great demand for practically every type of French aircraft. However, without the Spanish factories, Hispano-Suiza lacked the capacity to deliver enough engines for the rapidly growing French air force, and many new French fighter aircraft remained grounded for the lack of an engine when World War II began. A development of the era were a series of 20 mm autocannon , first

1825-584: The Hispano-Suiza H6 . The H6 featured an inline 6-cylinder overhead camshaft engine based on the features of its V8 aluminium World War I aircraft engines and had coachwork done by well known coachbuilders like Hibbard & Darrin and D'Ieteren . Licences for Hispano-Suiza patents were much in demand from prestige car manufacturers world-wide. Rolls-Royce used a number of Hispano-Suiza patents. For instance, for many years, Rolls-Royce installed Hispano-Suiza designed power brakes in its vehicles. In 1923,

1898-562: The Hispano-Suiza HS.9 , followed by the Hispano-Suiza HS.404 . The 404 was licensed for production in Britain and equipped almost all RAF fighter aircraft during the war. Production was also set up in the US, but these versions never matured even though the USAAC and US Navy both wanted to use it in place of their existing .50 BMG weapons. A lesser-known success was the Hispano-Suiza HS.820 ,

1971-621: The Pegaso trucks, buses and, for a while, sport cars. After the Second World War, the French arm of Hispano-Suiza continued primarily as an independent aerospace firm. Between 1945 and 1955, it was building the Rolls-Royce Nene centrifugal compressor turbojet engine under license, designing landing gear in 1950 and Martin-Baker ejection seats in 1955. The company's attention turned increasingly to turbine manufacturing and, in 1968, it

2044-589: The 1925 and 1926 DISS on the same wheelbase. Some of the DISes were bodied by Kelsch . The DIS became the Series 6 in 1927, switching to coil ignition and water pump. In 1926, Delage introduced the DM , with a 3,182 cc (194.2 cu in) (75 by 120 mm (3.0 by 4.7 in)) six, which made it emblematic of the era for the marque. The high-performance DMS had hotter cam, twin valve springs, and other improvements. A DR , with

2117-400: The 1946 Paris Motor Show , but there were evidently no further developments on this project, and by the next year the big prototype had quietly disappeared. At the 1947 Paris Motor Show only a single model was exhibited as the business focused on its six-cylinder 3-litre Delage D6 which in most respects will have been familiar to anyone who had known the 3-litre Delages of the 1930s. The car

2190-513: The Cotal gearbox with the D8. The D6/70 of 1936 was powered by a 2,729 cc (166.5 cu in) (80 by 90.5 mm (3.15 by 3.56 in)) six, the 1938 D6/75 a 2.8-liter six, and the postwar D8/3L Olympic a 3-liter six. At the bottom of the range was a 1.5-liter four that lasted until 1936. Financial pressures never disappeared, however, and during the spring of 1932 Louis Delage was obliged to take out

2263-662: The Delage D8 120. Delage produced at least two types of racing aero-engine during the early 1930s. The Delage 12 CED was fitted to the Kellner-Béchereau 28VD racing aircraft, intended to compete in the 1933 Coupe Deutsch de la Meurthe air race. Unfortunately the aircraft crashed during qualification trials for the race on 12 May 1933. The second engine type, the Delage 12 GV , remains a mystery, with very little information available. A large prototype Delage D-180 limousine appeared at

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2336-636: The French Safran Group . The relaunch of Hispano Suiza Cars has been made by the same founding family (4th generation of the Suqué Mateu Family), the company is part of the Peralada Group (owned as well by the Suqué Mateu family) in 2019 with a fully-electric 1.119 HP hypercar called Hispano-Suiza Carmen . In 1898, a Spanish artillery captain, Emilio de la Cuadra Albiol  [ es ] , started electric automobile production in Barcelona under

2409-482: The French arm of Hispano-Suiza was incorporated as the Société Française Hispano-Suiza , the Spanish parent company retaining control with 71% of the share capital. The French subsidiary was granted a large degree of financial and project independence to bring design and production direction into closer contact with its main markets, but overall direction remained at Barcelona. This arrangement increased

2482-427: The French government took control of the French subsidiary of Hispano-Suiza with a 51 per cent share of the capital for the provision of war materiel, renaming the company La Société d’exploitation des matériels Hispano-Suiza. In 1938, the French company ceased automobile production and concentrated on aircraft engine production. At the time, Hispano-Suiza had just introduced a new series of water-cooled V-12 engines and

2555-582: The Lyon Époqu'auto show, Les Amis de Delage and entrepreneur Laurent Tapie, son of Bernard Tapie , announced that they had signed an agreement for relaunch the Delage Automobiles brand. Tapie becomes president of Delage Automobiles. The new Delage planned for this project is called the Delage D12 . It is a hybrid street-legal Hypercar powered by a normally aspirated V12 engine of 990 hp (728 kW), coupled to an electric motor of 110 hp (81 kW), for

2628-677: The MD (3174 cc) and DR (2516 cc), the best-selling vehicle in the history of the brand, designed by engineer Gaultier. Both the CO and DO were replaced in 1922. The CO became the CO2, which changed to an overhead valve twin-plug head, producing 88 hp (66 kW; 89 PS), while the DO was supplanted by the DE with a 2,117 cc (129.2 cu in) (72 by 130 mm (2.8 by 5.1 in)) sidevalve four and, unusual in

2701-542: The Sociedad Ibérica de Automóviles de Turismo (S.I.A.T.). This led to Spain's first mass-production car maker, SEAT . After the civil war, Hispano-Suiza in Spain was severely affected by the war-devastated economy and the trade embargoes imposed by the allies. In 1946, Hispano-Suiza sold off its Spanish automotive assets to Enasa , a state owned company belonging to the Instituto Nacional de Industria that produced

2774-475: The body. The first model was the Type A , a voiturette which appeared in 1906. It was powered by a one-cylinder De Dion-Bouton of 4.5 or 9 hp (3.4 or 6.7 kW; 4.6 or 9.1 PS). Like other early carmakers, Delage participated in motor racing , entering the Coupe de Voiturettes held at Rambouillet in November 1906 with a 9 hp (6.7 kW; 9.1 PS) racer. Seven days of regularity trials decided

2847-465: The combination of a long body, a long rear overhang and a relatively short wheelbase provided by the D6 chassis. A longer wheelbase 1952 special version, bodied by Guilloré, was owned by National Assembly president Édouard Herriot . Nevertheless, these were difficult times for luxury auto-makers in France and by now the company's registered head office was the same as that for Delahaye: production statistics from

2920-484: The conflict; this was the first passenger car with front brakes. It was joined by the DO with a 3-liter four. The 1920s were really the first "Golden Age" of Delage. The most famous were the DE and DI: 4 cylinders of about 2 liters and 11 hp. Delage also attempted to compete with Hispano-Suiza , with the GL of 30 hp and 5954 cc, with some success. After that came a new generation of six-cylinder cars, like

2993-480: The crankcase. Birkigt's novel solution, the Hispano-Suiza 8 , called for the engine block to be formed from a single piece of cast aluminum, and into which thin steel liners were secured. Manufacturing an engine in this way simplified construction and resulted in a lighter, yet stronger more durable engine. Thus, Birkigt's new construction method created the first practical examples of what are commonly known today as "cast block" engines. His aluminum cast block V-8 design

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3066-459: The depressed economic conditions of post-war France to create a difficult market for luxury car manufacturers. In 1950 Delahaye produced 235 cars which will have included a significant number of Delages. In 1951 the combined production figure for the two brands slumped to 77: in 1952 it was down to 41. In 1953 Delage production ended. Delage was absorbed into Hotchkiss along with Delahaye in 1954, and car manufacturing ended. On 7 November 2019, at

3139-567: The end of 1942 after the Germans had completed their occupation, but already in December 1940 the presidency of the SAFAD business had passed directly into the control of Delahaye . In any event, since the outbreak of the war Delage had been largely inactive, although they did undertake work on a project to replace the six-cylinder engine of the Hotchkiss H39 tank with the more powerful 8-cylinder unit from

3212-485: The entrants, and one of the two 9 metric horsepower (6.6 kW) Delage specials was wrecked in the rain on the fifth; nevertheless, Ménard, the other works driver, came second in the event, behind a Sizaire-Naudin. In 1907, the factory moved to the Rue Baudin Levallois, where a 4,000 m (43,000 sq ft) workshop allowed it to grow. The two-cylinder Delages were no match for the competition this year at

3285-522: The fastest car in the field, turning in a lap at 76.6 mph (123.3 km/h), but Guyot fell out of the lead with a puncture, and the race went to Peugeot, while the Delages were fourth and fifth. At the French Grand Prix , Delage put Bablot first, Guyot second, ahead of Pilette's 1908 Mercedes GP car, Salzer in a Mercedes, with Duray coming in fifth in the third Delage. In 1913, the new type Y set

3358-541: The fastest lap time at the French Grand Prix at Le Mans, and in 1914, this same car won the 1914 Indianapolis 500 with René Thomas at the wheel. Thomas, Guyot, and Duray returned to the French Grand Prix with 4½-liter twin- cam desmodromic valved racers featuring twin carburettors , five-speed gearbox, and four-wheel brakes. While quick, they proved unreliable; only one finished, Duray's, in eighth. In 1914, Delage emphasized its focus on competition by creating

3431-745: The first designed and built in Spain by La Cuadra from a Birkigt design. These cars had four wheels, the previous two directional, clutch mechanisms, 3-speed gearbox, chain drive and suspension by crossbows. Two complete vehicles were completed, and there were some more under construction. At some point in 1902, the ownership changed hands to José María Castro Fernández and became Fábrica Hispano-Suiza de Automóviles (Spanish-Swiss Automobile Factory), but this company went bankrupt in December 1903. Another restructuring took place in 1904, creating La Hispano-Suiza Fábrica de Automóviles under Castro's direction, also based in Barcelona. Four new engines were introduced in

3504-426: The four voiturette s each carried 26 imp gal (120 L; 31 US gal), as the factory planned for a no-stop race. Works driver Paul Bablot won, at an average 55.2 mph (88.8 km/h), with a 1m 11s over Boillot's Peugeot, followed home by Thomas in a second Delage; Delage also took the team prize. Delage moved up to Grand Prix racing in 1912, with a Léon Michelat -designed car powered by

3577-742: The help of a businessman called Walter Watney created the Société Nouvelle des Automobiles Delage (SAFAD), to market Delage cars, assembled from production Delahayes. This union created the 4-cylinder DI 12 and the D8 ;120, and also the 6-cylinder D6 70. Watney had taken control as president of SAFAD, but he was a British national and in June 1940 he was obliged to leave Paris as the German Army arrived. Watney stayed in France, at his villa in Beaulieu , until

3650-452: The hollow propeller shaft, avoiding the need for a synchronization gear , a feature used in future Hispano-Suiza military engines. Hispano-Suiza's aero engines, produced both at its own factories and under license, became the most commonly used aero engines in the French and British air forces, powering over half the alliance's fighter aircraft. After World War I, Hispano-Suiza returned to automobile manufacturing, and in 1919, they introduced

3723-409: The importance of the Bois-Colombes plant near Paris as Hispano-Suiza's premier luxury car plant, and while the Spanish operations continued to produce luxury cars (mostly the smaller, less expensive models), production in Spain moved increasingly to the production of buses, trucks and aircraft engines at several plants located around the country. Through the 1920s and into the 1930s, Hispano-Suiza built

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3796-471: The launch of the 6-cylinder Delage D6 which would form the mainstay of the manufacturer's passenger car range until 1954. For 1930 Maurice Gaultier designed an 8-cylinder in-line 4,061 cc, evolving the type D8 into the type D8 S (S for Sport). The D8 was the pinnacle of the marque. It was offered in three wheelbases, "S" or "C" at 130 in (3,300 mm), "N" at 140 in (3,600 mm), and "L" at 143 in (3,600 mm), all powered by

3869-470: The name Hispano-Suiza, in 1914 and soon became Hispano-Suiza's main plant for producing the largest, most costly models. With the start of World War I, Hispano-Suiza turned to the design and production of aircraft engines under the direction of Marc Birkigt. His chief engineer during this period was another Swiss, Louis Massuger. Traditionally, aircraft engines were manufactured by machining separate steel cylinders and then bolting these assemblies directly to

3942-462: The name of La Cuadra . In Paris , Emilio de la Cuadra met the Swiss engineer Marc Birkigt and hired him to work for the company in Spain. Under his direction, two types of La Cuadra gasoline-powered engine cars were started immediately, one equipped with a 4.5 hp single-cylinder explosion engine and another 1.1-litre two-cylinder model, 7.5 hp. In 1900, these two internal combustion engines were

4015-404: The next year and a half – a 3.8-litre and 7.4-litre four-cylinder and a pair of big six-cylinder engines were produced. This company managed to avoid bankruptcy and its largest operations remained in Barcelona until 1946, where cars, trucks, buses, aero engines and weapons were produced. Other factories in Spain were at Ripoll , Seville , and Guadalajara . In 1910, Jean Chassagne competed with

4088-465: The other end of the scale, the GL ( Grand Luxe ), also known as the 40/50, replaced the CO2, being fitted with a magneto-fired 5,344 cc (326.1 cu in) (90 by 140 mm (3.5 by 5.5 in)) overhead cam six. In 1923, a hillclimb car with DI chassis, larger wheels and tires, and 5,107 cc (311.6 cu in) (85 by 150 mm (3.3 by 5.9 in)) CO block (with three Zenith carburetors)

4161-536: The outbreak of the Spanish Civil War in 1936, the autonomous government of Catalonia , on behalf of the Second Spanish Republic , collectivized control of Hispano-Suiza's Spanish factories and placed the company on a war footing. The company was divided into three sections: Because of the international isolation of the Spanish republic, the Spanish arm of the company suffered from shortages. In 1937,

4234-452: The period group Delage and Delahaye together. Louis Delâge himself, who had lived in poverty and quasi-monastic isolation since bankruptcy in 1935 had enforced the transfer of his company to Delahaye, died in December 1947, and during the next few years any residual autonomy that the business had enjoyed disappeared. Increases in motoring taxes, most notably in 1948 and most savagely targeting cars with engines of above 2 litres , combined with

4307-546: The post- war resumption of passenger car production, 330 Delage cars appear to have been produced by Delahaye between 1946 and 1953. Louis Del%C3%A2ge Born Pierre Louis Delâge to a family of modest means in Cognac . As an infant he lost the sight in one eye. At the age of 16 he went to study at Arts et Métiers ParisTech in Angers , graduating with an engineering degree in 1893. Delage then fulfilled his military obligation and

4380-529: The symbol of the French province of Alsace , taken from the squadron emblem painted on the side of a Hispano-Suiza powered fighter aircraft that had been flown by the World War I French ace Georges Guynemer . The Hispano-Suiza T49 was also designed and made by the Spanish arm of the company between 1924 and 1944; it was the Spanish production version of the H6B model with a 6-cylinder engine of 8,000 cm3, 160 hp and

4453-411: The title "World Champion of Car Builders" that same year. A 2,988 cc (182.3 cu in)-powered D6 won the 1938 Tourist Trophy at Donington Park and came second at Le Mans . A single V12-powered car, intended for Le Mans, caught fire at the 1938 International Trophy at Brooklands. Postwar, the best results Delage had were seconds at the 1949 Le Mans and 1950 Paris Grand Prix . 1930 saw

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4526-433: The type O Lyon Grand Prix, while at the same time moving towards the luxury car market with 6 cylinders of a large class. However, racing was severely curtailed during World War One. In 1923, Louis Delage returned to competition with the innovative 12-cylinder 2-liter type 2 LCV. This car won the 1924 European Grand Prix in Lyon and the 1925 Grand Prix of ACF Montlhéry. The 12-cylinder DH (10.5 liters) of 1924 beat

4599-400: The world speed record on the highway, at 230 km/h (143 mph). A Delage 155 B won the first Grand Prix of Great-Britain in 1926, driven by Louis Wagner and Robert Senechal. The production of cars continued with the DI and the DI S SS. The DM evolved into the DMS and DML, equipped with a 6-cylinder 3-liter engine designed by Maurice Gaultier. Delage's Grand Prix effort saw

4672-411: The world suffered from poor sales. The commercial and financial situation of the firm was badly shaken. In 1932 Delage introduced the type D6-11 (6-cylinder 2101 cc), and two years later the new eight-cylinder Delage, type D8-15 (2768 cc). These two models, equipped with independent front wheel suspension did not increase sale figures. The transverse leaf and wishbone independent front suspension

4745-455: The world" (best Design) by the jury of the Automobile Awards 2020/2021, only 30 units of the Delage D12 will be produced and sold at a price tag of 2 million Euros per car. During their years of independence, Delage made almost 40,000 cars at their workshops in Levallois and Courbevoie . After Delage production was subsumed into the Delahaye operation, approximately another 2,000 Delage badged cars were manufactured between 1935 and 1940. With

4818-528: The year. Delage converted to four-cylinder engines in 1909, at first provided by De Dion and Edouard Ballot ; shortly, the company were producing their own sidevalve fours, too. After an increase in sales, the existing facilities were too small, so in 1910 the factory moved to a new facility at 138 Boulevard de Verdun , Courbevoie. The following year saw the creation of advanced bodywork. By 1912, 350 workers were producing over 1000 cars annually, and offered four- and six-cylinder sidevalve engines. During

4891-491: Was also noteworthy for incorporating overhead camshafts, propeller reduction gearing and other desirable features that did not appear together on competitors' engines until the late 1920s. A major design feature added to the later HS.8B line was the use of a hollow propeller shaft for both the 8B and 8C gear-reduction versions , which when used for the HS.8C versions specifically engineered to accommodate one, allowed heavy calibre (usually 37 mm) projectiles to be fired through

4964-417: Was founded in 1905 by Louis Delâge , who borrowed Fr 35,000, giving up a salary of F 600 a month to do so. Its first location was on the Rue Cormeilles in Levallois-Perret . The company at first had just two lathes and three employees, one of them Peugeot 's former chief designer. Delage initially produced parts for Helbé , with the De Dion-Bouton engine and chassis assembled by Helbé; Delage added only

5037-415: Was licensed by Studebaker for their cars. Delage also produced a very limited number of higher-performance D6-11S models during 1933 and 1934. These "S" models ("S" being an abbreviation for Surbaisse, which means "lowered" in French) were built on a lowered and shorter chassis. The junior D6s shared Delahaye front suspension design, but had hydraulic rather than Delahaye cable-actuated brakes, also shared

5110-416: Was offered with bodies by firms such as Chapron , Letourner & Marchand and Guilloré. A variety of coupe and cabriolet bodied D6s were produced. In addition, both Guilloré and Chapron produced a large saloon/sedan body. The two were remarkably similar, both being six-light four-door cars with conservative 1930s style shapes. Something else the two had in common was unexpectedly narrow rear doors, enforced by

5183-403: Was produced. Delage scored successes at La Turbie and Mont Ventoux. This car was joined by a 10,688 cc (652.2 cu in) (90 by 140 mm (3.5 by 5.5 in)) V12 , which broke the course record at the Gaillon hillclimb, with Thomas at the wheel. Thomas would set the land speed record at Arpajon in this car, at a speed of 143.24 mph (230.52 km/h), in 1924. A 1925 car had

5256-564: Was stationed in Algeria . Discharged in 1895, he found work with a railway company in southern France; in 1900 he moved to Paris . There he worked in the engineering and design department of a motor vehicle manufacturing concern until 1903 when he received an offer to join the fledgling Renault automobile company. Delâge realized the enormous potential for the automobile as demand soon began to outstrip production. Filled with innovative ideas, in 1905 he raised enough money to open an assembly plant in

5329-470: Was taken over and became a division of SNECMA . In 1999, Hispano-Suiza moved its turbine operations to a new factory in Bezons , outside Paris , using the original factories for power transmissions and accessory systems for jet engines. In 2005, SNECMA merged with SAGEM to form SAFRAN . The brand saw an attempt at a revival in the automotive sector with the showing of a model at the 2010 Geneva Motor Show by

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