Humber forecar. Ref 49 Arvika carmuseum. Cars
Text and pictures Björn Bellander 26 pages. Pictures current 2002, 08, 10, 15, 16
Back  Swedish version  Arvika museum website
since 060110
Updated
2017-05-07
© Björn Bellander
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See also the following of my websites about Arvika Motor Museum
Motorcycles, Mopeds
Humber, DeDion Bouton, Invicta, Mercedes-Benz 370, Effyh, BMW328, Lotus 23B, Willys Six,
Rolls Royce, Buick, Riley, Ockelbo-Ferrari, Benz 16/40, Stanley Steamer, Cadillac V16, Marmon 8-69, Cadillac V12, Mitchell, Holsman/Schacht, Detroit Electric, Thulin, Dyna VeritasMG MetroJC Indigo, SAAB, Buddy, Links

Arvika car museum is one of the serious museums in Sweden. I have visited the museum several times. At my visit 2015 they showed some new cars and occasionally several of the cars I have seen from earlier visits, where missing. For example Holsman High wheeler. One part of the museum was only for storing some cars like uninteresting cars as Volvo PV and Ford 1936. 2016 a car show about SAAB.
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Created 130405

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Swedish version
 

Humber Humberette 1903

Humber info på Arvika museum. Ref 1

Links

Humber
Humber 2
Humber pictures
Humber story

Rydaholm museum


Info about Humber on Bealieu museum. Ref 1.

Humberette driver´s place. Ref 1

Humber Hawk 1944. Ref 49.

Humber Staff car on show. Ref 49.

Montgomery standing in his Humber staff car during the Normandy campaing. Ref 49.

Montgomery Victory Car. Humber Super Snipe 6 cyl. at museum in Coventry.  Ref 49

A type of rotation engine manufactured by Humber. Ref 49

Humber 1903. Ref 1

Humber

"The fully open Humber car is rolling slowly down and over on the new floating bridge over Seine. The German troops in WWII are on the way to be defeated. The Normandy campaign is going on".

The man standing in the front seat of the car, 1944, is the newly appointed Field marshal "Old faithful" on a newly built floating bridge. Ref 49Bernard Montgomery. He is looking over the river. Note that the car is right hand drive. In the same time the production of war material in the Coventry factory of Humber is continuing. Different kind of military cars were leaving the factory ports continuously.

But everything started much earlier.  This is the iron district of England where Thomas Humber 1868 began to build cycles in Sheffield.

Thomas Humber was born 1841. He was educated by his parents to a blacksmith. This was natural in this district of Sheffield. He visited Paris where he bought a bicycle, a so called high wheeler, equipped with pedals in the center of front of the high wheel. He developed it to the first so called "Safety cycle". The demand for this cycle was very large and he earned a lot of money. He became by time one of the large cycle producers in England.

With this money he produced a small engine giving 3 hp and it was mounted in a cycle frame. This made him to the first motorcycle producer in England.

During the end of 1800, 3 new factories were built in Nottingham, Breston and Wolverhampton. The main factory was settled in Coventry 1889 and in the same year Humber started to build cars. The first model was shown on the marked 1901. They were very successful cars and got the name Humberette and was sold till 1903. It was equipped with a DeDion engine. DeDion was the largest engine deliverer during the first tenth years of the 1900.

Humber cars were developed towards bigger and more luxurious cars. The company expanded by overtaking of lorry factory Commer and private car producer Hillman.

The first car "Tricycle". Copied from DeDion Bouton 3 wheeler. Ref 49The first car was officially on the marked 1896. Anyway it was a 3 wheeler prototype. It was produced in the new factory at Coventry. The cars from Humber were now the third most popular 1910 after Ford and Wolseley.

Humber monoplane. Ref 49For WWI Humber started to produce air engines. It was the rotation type. In the same time Humber got an order for 10 copies of the Bleriot air plane. The model that was the first one to fly over the channel.

After theWWI Humber started to be seen on motor races. Here the mark had great success and got a reputation for high quality for their production.  The company got now interest from two brothers, Reginald & William Rootes and 1932 they bought Humber company.

Humber became now a well known mark as they had models which pleased the Royal Family. Their first car was delivered from Humber 1935.

When WWII started, all civil production ceased and only military vehicles were produced. The factory also put together airplanes which were partly produced in other places. Now they also developed the English Jeep, which was named "Land Rover". They also build lots of military transport cars and different types of so called "Staff Cars". It can bee seen that Humber used influences for Rover.

After the war the Royal Family, military and civil service, continued to buy cars from Humber. All foreign embassies used the different models from Humber. But after the Suez crise Humber had no more power to bring their models in line for the demand of the time. Chrysler Cooperation took over 1967 and decided what to produce. New American models were now on the production lines. 

The name Humber disappeared in the mist of England.


The Lord Montagu Humber 8 Hp 1909 car at Beaeulieu museum. Ref 1I saw this Humber when visiting Beaulieu museum 2003, situated on the south coast of England.

The Humber was difficult to photo because it was placed in a pre room before the main museum. It was very dark there. I have tried to better the contrast, but instead the photo became a little grainy.

Lord Montagu bought this car 1959 as a wedding present for his wife. Note that the passenger place has no windshield against road dust or bad weather. The monocle like shield was only for the driver. The lamp got their light from gas, while side lamps were glowing with the help of kerosene or oil. This car became well known in the film Chitty-Chitty-Bang-Bang 1967.
2 cyl, 1525 cc.


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Swedish version

De Dion-Bouton 1921

De Dion mod ID 1921. Ref 1

Info DeDion mod ID 1921. Ref 1


Picture of DeDion 1921. Ref 1


Picture from Arvika museum. Ref 1


Driver´s place DeDion. Ref 1

Rear end DeDion. Ref 1

Overview picture of DeDion 1921. Ref 1

DeDion car. Ref  1

DeDion 1903. Ref 49

DeDion 1901 in Sweden. Ref 52

Links

1884 DeDion pictures

1901 DeDion pictures

1903 DeDion pictures

Data about production
very informative

DeDion Vintage bikes

DeDion Wiki 1

DeDion motor

DeDion Club UK

DeDion bicycles 1911-13

Steam car club UK

Story DeDion 1

Story DeDion 2

Story DeDion 3

History of car production 32 sidor

127 years old car on auction. See the video.

Google pictures DeDion

De Dion ID 1921 at Arvika museum. Ref 1
 
Everything about DeDion.

It is interesting to study a person like Count George Albert DeDion. He lived in Paris during the 1800 when good times were rolling. The time when happy life actions grow strong and when Paris was head town in Europe. The culture life grow strong with entertainments and art. But you must not forget that it was not only Paris, it was also whole of France which grew strong as an industrial nation.

This industrial line had Albert DeDion. Steam engines could be seen on railways and it had grew strong in England where it could be seen. Those who were interested in railways went to England.

Photo of Albert DeDion. Ref. 48 Goggle pictures.Comté DeDion was the name, 1856-1946, which he had got after his fathers death. He was a person with almost unlimited access of money. He lived a happy life in Paris. Maybe one can give him the "gaming" name as a person.  Anyway he was not a "dandy". The last because he had a very powerful body and was normally larger than anyone else.

He was interested, in spite of his family despair, in technology and steam engines. He understood and wanted to show how a steam engine could be used for production of vehicles to be used on the many stone covered streets of Paris

As usual Albert was out walking. The year was 1881. Surely he had his fine walking stick. Every gentleman had that kind. At such an opportunity he came up to a small shop which can be similar as "Odds and Ends". This shop was reseller for Giroux. The main task for Albert was to search for a lady present for use in the entertainment quarters.

George Bouton 1938. Ref. 49Here he found a small model of a steam engine. Albert had earlier built a model for a steam engine. It was fired with methyl alcohol in the form of liquid. He got to now that this model was made by two persons. Georges Bouton, 1857-1938, and his brother-in-law Charles Trepardoux. They made mechanicals toys for Giroux.

It showed up that they hadn't any large production for Giroux and lived just on the economical spot.


Now it would show up that Georges and Charles should get a better economical life. First Albert wanted to buy the small steam model and also ordered this stem engine in full scale.

What's in his mind was to build it in a car. The car should get it's power for forward moving from this steam engine. Georges Bouton and Charles Trepardoux became partners in this firm and the aim was to build cars equipped with steam engines.

Steam driven vehicle of DeDion 1884. Worth on auction $2.5 mililion. Ref 49Their first car became a type with three wheels 1887. The rear wheel was driving and steering was on front wheels. See link. Sorry to say this first Winner of race 1894 Paris Rouen. Only competitor! Ref 49 Wikileakprototype burned and was destroyed. Note that heating was by burning liquid methyl. Now this system was changed and car no. 2 was build with steam engine in front and rear wheel drive. These were mounted close together. The steering activated the front wheels. This no. 2 car can still be seen in France. While driving the top speed was 65 km/h.

Some cars like this were sold but steam engines mostly sold for boats.

Trepardoux didn't like this principal changing and for this he withdrew from his cooperation in the firm. During this transitory stage he continued with steam engines without developing the type. He wanted to build cars.

 

Instead he constructed the principle for the rear axle Charles Tepardoux constuction of  DeDion rear end. Ref 48called DeDion. This type is well known today. From this time many DeDion cars were equipped with this.

It was later replaced with the simpler and cheaper stiff rear axle. All owners i Sweden and Netherlands who have owned a Volvo 343 may know that this belt driven car had a DeDion rear axle.

At on fair in Paris Benz demonstrated the 3-wheeler with an one cylinder four cycle petrol engine giving 1¾ ps. The problem with the Benz engine was that it could only rev 400 rpm. Albert realized that the fuel to be used generally must be the petrol for this time.

Albert had together with his partners ideas about a similar engine. His problems was that the engine went DeDion engines. Ref.48 Google pictures.into natural vibrations soon after 400 rpm. By a coincidence it disappeared when the rpm rev up to close 1000 rpm. This is a physical reality that all engineers know about.  Even in technical museums there are test apparatus where visitors can convince themselves that rotation units have a critical rpm. It is important to go over this number of revolution quite quick.

The small one cylinder engine which was built now changed for a working with rpm of 2000. They could even rev up to 4000. However they were restricted because of valve and vacuum system operated the inlet valve. The higher rpm of course gave a better power in proportion to the cylinder volume.

Albert DeDion who now could start at factory for this engine sold lots of this type. Their peak selling was 1908 with 40000 units. They were now the largest producer of engines and cars. The company had at this time 1300 employees who mounted engines and cars. The demand was so high that they had no time to take action for those engines which didn't were approved when tested. They became instead spare parts. Furthermore DeDion sold many licenses to other producers.

The vehicle in which they mounted this engine was a Tri cycle. Ref. 48 Google picturestricycle. It became very popular among younger persons i Paris. They also won a competition with this "motorcycle".

Four wheeler. Ref 48 Google pictures.The development of this tricycle was to build 4 an 6 cylinder engines. They also constructed a V8 motor.

Tri cycle. Ref. 48 NSU museum Google pictures.The last was mounted i busses and also exported to USA. This engine was copied and is the foundation for the V8 engine of today in America.

During WWI DeDion had of course full time work with war production. They produced lots of equipments for the army and also air engines.

DeDion JM4 Rail Car. Ref 49After the war DeDion could not start in a good way and their production decreased heavily. One rumor about an overtaking from Peugeot or Mercedes circulated but failed. Yet the factory produced a smaller amount of cars and as Bugatti also railway cars from 1920. They had the V8 engine and also a straight 8. Bugatti had their Royale engine.

1932 DeDion ceased all production of engines and went over to commercial vehicles.  The last cars with the DeDion badge on the cooler were produced by Rover on license 1950. The DeDion name was bought by a motorcycle producer 1955.

Georges Bouton died 1938, Charles Trepadoux 1920, while Albert DeDion survived till 1946. When celebrations of the war end 1945 one could see Albert DeDion driving on Champs Elyseè with a Vis á Vis DeDion.

The production from DeDion during the year 1910 of an useful engine gave the development of this kind, was important for vehicle engines.

If you occasionally find an old one cylinder motor inside an old barn deep down in the soil. It is with great probability a DeDion.


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Swedish version

Invicta Black Prince 1946

Invicta motor. Ref 1

Invicta motor. Ref 1

Invicta driver's place. Ref 1

Invicta from behind. Ref 1

Invicta engine detail. Ref 1

Links

Invicta 4.5 1931

Invicta wikipedia

Invicta Black Prince

Invicta story

Invicta story 2

Invicta story 3

Invicta story 4
A nice link.

 

Invicta Black Prince. Ref 1
 
Invicta Black Prince.
Text free and modernized from a collection series for cars.

Invicta 4,5 Type A 1930. Ref 48Henken Widengren. The only Swede that has showed up in the world record table for cars (1947), started in the first Rämen competition 1931 driving an English Invicta race car, long, low and a bit square like race car.  It was painted in the English green race color. The car raced very good. Widengren was after the first lap second after his brother Per Wiktor, but the joy didn't last. The magnet drive broke and the fast car stopped stand still.

This could never have happened for an American car, as they were equipped with battery, while Invicta as other expensive sport cars had magneto ignition. This way of ignition were supposed to give 10% higher speed.

The Rämen competition was the only opportunity when race people in Sweden got to see an Invicta race car 1947. It was a pity as the car was very interesting.

When today the possibility to see the new Invicta car with the impressing spring system, you can come to think on "Princess sleeping on the pea". Where can one have the possibility to see such an excellent, for this time, soft running car?

Incvicta front unit. From Auto Car 1947. Ref 1The front upright system consist of torsion arms with telescopic bumpers. The steering connecting rod is fastened in front of the telescopic bumper. In this way it followed the wheels up and down movement. You don't get rattle in the steering wheel.

Invicta chassis. From Autocar 1947. Ref 1.

Info from a fair copy at the museum.

Invicta Black Prince, 2 door Coupé 1946.
Engine 6 cylinder Meadows (DOHC)
Volume 2998 cc, Power 120 ps 4600 rpm.
Weight 1778 kg. Cost new expensive for its time.

1925 Noel Macklin and Oliver Lyle produced the car Invicta. The main thought was to put together a car with parts from sub delivers, giving a high capacity torque as what the American cars gave and also having the British quality and road handling. For the first cars they used 2.5 liters push rod engines from Meadows.

This concept gave gave a good handling car and it had a good function. The car could keep a high speed for a long time. The car won also endurance race "Dewar Trophy" 1927 and 1929. Sorry to say these cars wasn't only famous but also extremely expensive. After that an Invicta had been involved in a spectacular accident at Brooklands 1931 (Sammy Davis), the most important group of buyers, sport car drivers,  hesitated to buy the car.
Sammy was involved in this crash driving a "low-chassis Invicta" S-type at Brooklands 1931 and hashed into a tele post.

Invicta rear axle system. From Autocar 1947. Ref 1In the rear there were double telescope dampers with torsion rods. With this equipment it must be a car having good handling on the road. This with the help of a 305 cm long distance between the axles.

Invicta Black Prince 1948. Ref 1This after WWII type of car is named Invicta Black Prince. Except the spring details earlier mentioned the car has a "Brockhouse" turbine coupling and an automatic gearbox, a double electrical system with 24 volt for start and 12 volt for light, hydraulic jacks, brake drums which has no extra effect on the springs and also temperature control.

"The Black Prince had got an exceptional engine (see picture) with 6 cylinders in line, 82 mm bore and 97 mm piston stroke, this gave 3 liters volume.

The center block is casted in aluminum and wet cylinders. Seven main bearings carries the crankshaft. The valves are handled by double overhead camshafts with the help of small piston controlled by drilled holes in the cylinder head. In this the valves are protected by the side forces from the camshaft. The valves close against hard rings in the light metal cylinder head. Chrome plated cylinder linings.

Three SU carburetors (just like the AC car) controls the gas mixture for each cylinder through separate inlet channels. Between the main head carburetor there are two small start units (today it is called choke). These starts working by controlling a button on the instrument dash board.

The whole construction seems to be well thought out in every detail. Everything is planned in order to use the experiences from race competitions. The meaning was to create a vehicle moving smooth on the roads, includes speed resources like a sport or tourist car. It should also be good for long tours on fast roads. With it's axle distance 305 cm the "Black Prince" will be a large car. The cylinder volume 3 liters allows it to start in international sport car competitions. With all the refinements the car was a luxury car for tourists.
If you want to know more about the stories of Invicta read my links.


This led to that the mark, after only produced 1000 (?) vehicles, was forced to cease the production 1935.

After the war the Invicta was reborn for a short time. The luxury car Black Prince was introduced with a Meadows 6 cyl Meadows engine having double overhead camshafts and double ignition having 12 spark plugs. As far as this the car was quite conventional but looking more it became rather peculiar. The car had no gearbox. Instead it used a Hydro Kinetic turbine transmission from Brockhouse which gave an infinitely variable transmission. This gave a variable gear output of 15:1 up to 4.27:1. The spring system was separate on each wheel with torsion rods.

Invicta Black Prince is aimed to be produced in two variants, one 4 door Saloon from Wentworth one Drop Head Coupé from Byfleet. The museum car has another chariot variant, 2 door coupé. The production became limited to only twenty cars.


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Swedish version


MercedesBenz Mannheim
370 S 1931


Mannheim 370 S info. Ref 1

Driver's place in a Mannheim S. Ref 1

Mercedes Mannheim at museum 2015. Ref. 1


Links

Mý website about Mercedes

Mercedes at Sparreholm museum


Mercedes at Sinsheim

Mercedes W10 Mannheim

Mercedes story

Mercedes Mannheim 370 S 1931. Ref 1
 
Mercedes-Benz 370 S
Copy and translation from museum info.

Mercedes-Benz 370 S Mannheim Sport 1931.
Motor: Six cylinder side valve engine.
Volume: 3689 cm³. Power: 75 ps 3200 rpm.
Weight: 1500 kg.

Gottlieb Daimler and Carl Benz are often mentioned as founder of the automobile equipped with internal-combustion engine. They founded during the 19 century their own each production units.

After the death of Carl Benz the two companies were 1926 unified and named Daimler Benz Ag. Three years later, 1929, a new model series was presented. It was either simple or luxury, instead it was intended for the middle class of people.

In this series the models Mannheim 350 and 370 was found. The buyers could get different chassis and engines. This series was built during 1929 and 1933.

One of the models was Mannheim 370 Sport. It was sold between the years 1930 and 1933. This sport model used an older chassis equipped with a more elegant chariot than the standard models.

The cars were not specially fast or had powerful engines, but getting inside with the folding top mounted was an exercise of a higher dignity. The line play of the chariot was anyway a joy to see and this for the period of many beautiful cars. This one was one of the finest.

For the moment 2013 there are only two Manheim Sport known in Sweden.


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Swedish version
 


Info Effyh 500. Ref 1

Links

Effyh JAP F3


About Effyh

Hansen midget

Hakanssons truck

Midget racers

Effyh Formel racer. Ref 1
Effyh story.
Free copied and translated after link JAP F3

After the war Swedish race drivers wanted to get a racing class somewhat alike the American Midget Racing. This was something to put money on and 1947 a suitable car was created for this class.

They who worked with this changed the American car type and build a low, slim car with the engine mounted behind driver. These ideas were presented by Håkansson brothers. The frame consist of tubes made by krom-molybden pipes. This unit carried the wheels with the help of quarter elliptical plate springs.

After this the car look like a mini Auto-Union from late 30 th. In the rear a JAP 500 engine was used, giving a power of 40 ps over a Norton gearbox. No one of the brothers were interested to drive so they contacted one driver from Husqvarna, Åke Jönsson.

The name Effyh for this car was constructed according the following. Eff for Folke, y for Yngve and h for Håkansson. The car was an immediate success. Totally 57 car were produced. See link about Håkansson. All other Midgets which were built were more or less clones of the Effyh. The Håkansson company sold license for the car.

Effyh midget racer.
Translation from museum info.

Effyh 500 1937 - 1952.
Engine: One cylinder air cold overhead valve JAP.
Weight: 310 kg, Top speed 180 km/h

After WWII there was an interest for a cheap formel car. This led to that drivers started to compete  with cars in the midget class at the end of 1940.

Several car were English Coopers, but homebuilt cars were also common. Officially this formula car was named F3, but in Sweden it was called Midget or the Dwarf.

One of the most popular midget racing cars were Effyh. It was built in Malmö by the  Håkansson brother Company. They cooperated with Åke Jönsson in Arlöv. Between 1937 and 1952 56 copies of Effyh were built. Furthermore several Effyhs were built by spare parts for William Arne Motor Circus..

The chassis was made of chrome molybden steel pipes and the chariot was made at Heinels Chariot factory in Malmö. The engine was a one cylinder English 500 cc JAP. The gearbox was taken from Norton or Burman.

Ola By a driver from Arvika won 1954 Swedish Championship 1954, driving a Effyh. This car was later sold to Norway. Eventually it can be the same car that is on exhibit at the museum. Our car was bought as a renovation object from Norway, but no proof can be shown.

 

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Swedish version

 

Info about BMW 328. See text. Ref 1

BMW 328 in Arvika. Ref 1
 

Links

All about BMW

Sparreholm museum

BMW story

BMW Veritas



BMW 328 at the museum in Sparreholms. Ref 1

BMW Veritas RS 1948 at Bianco Rosso museum. Ref. 1

Engine for BMW 328 at BMW museum in München. Ref. 1

BMW 327 standardcarl. Ref 1

 

BMW 328. Ref 1
 
BMW 328

BMW 328 was the prestige car at this time. The car was presented 1936 and got at great confidence. The car had an engine with a high positioned camshaft and also spherical combustion chambers.

The valves were operated by push rods in two stages. First from camshaft to inlet  valve and then over to the other valve by a horizontal push rod. Between the valves there were 3 carburetors placed.

Between the valves were 3 vertical working carburetors placed. This was a new extraordinary construction and it gave the car advantage on the racetracks.

Simpler models for daily use were also produced with the names BMW 326 and 327.

In Sweden the Captain in Swedish air force Björn Atterberg owned one which he competed with.


About BMW from 1947.
Text free and modernized from a collection series for cars.

If someone occasionally want to buy one copy of the worlds best car, BMW, you can buy this typical product from Bayern, either from the English or Russians. Bayern was occupied after WWII. If you instead buy it from England, the name is normally Frazer-Nash or Bristol. If you buy it from the Russians it is named BMW. One small difference is that in England the cost is 20000 Skr for this car which before war cost 7000. The Russians take only 8000 Skr. This difference may not be taken for any political speculations.

Bayrische Motoren Werks produced before the war the worlds best air plane engines, BMW Hornet. The worlds best motorcycles. Their cycle with Ernst Henne at the wheel run the absolute fastest speed with 273 km/h. With Galf and Ley the mark won a double victory at Saxtorp 1938. Defeated the English on their own race track Isle of Man and then never unsurpassed. Further more BMW produced cars, which......

The air engines from BMW were built on American license, but the motorcycle and car engines were their own constructions. This modern 2 liters sport car defeated on the race tracks both Alfa Romeo and Maserati cars. 1940 the Germen sent a team with cars from München over the Alps for a difficult competition in Italy. The BMW team took the first three places before the Italian cars. Then the cars were back to Germany an put in storage for the rest of the war. The average fuel consumption for this trip had been only 1,3 liter/10km.

The engine is a 2 liter, or exact 1911 cc. Diameter for piston is 65 mm and stroke is 96 (in England the model had 66 mm bore and 1791 liter volume). Power for standard was 85 ps at 4500 rpm. Sport model had compression 8.5:1 at 5000 rpm and power 100 ps. This engine gave the car a top speed of 160 km/h.

The BMW-engine had standing overhead valves placed in the cylinder head. The camshafts were operated by a double roll chain and operated the valves, pushrods and rocker arms. The valves were placed in 60° angle. The inlet valve are considerable larger than the exhaust valves. An original detail is that as that the inlet valve is operated direct by the pushrod and rocker arm while the exhaust valve is operated by an almost horizontal situated extra push rod and rocker arm across the cylinder head. The sport model has three carburetors.

BMW 327 has the following measures: wheel base 275 cm, free clearance 20 cm, track front 116 cm, track rear 130 cm, length 450 cm, broadness 153 cm. The car has a weight including water, 50 liters petrol, oil and spare tire almost exact 1000 kg. This means a effect of 22 kg/ps. the use for the standard car between 1.1 and 1.2 l/10 km.
Hill climbing ability for the standard car is 38 % on number 1 gear and 24% on second gear.


BMW 328 1938
Transcript from museum info.

Engine
: 6 cyl. overhead cam 1971cc. 80 ps/4000 rpm.
Weight: 900 kg. Top speed 160 km/h.

There are not many cars that have been so important for the impression of what a sport car means as BMW 328 from the 30th. Yet the amount of 328 cars were not striking. From the introduction 1936 to the last "Mille Miglia Specials" 1940 only 464 were produced. They were fast and technical advanced in every aspect. The cars became the trend for the new sport car design. The special design with inbuilt head lights, knock off plate rims and front wheels and front uprights fully covered.

Furthermore they were very successful in the hands of a private driver. Several cars were owned by Swedish drivers. Specially when competitions started after the war BMW 328 were very important when the car gave the start field a high standard.


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Swedish version

 

Info Lotus 23. Ref 1

Links

Ultimatecar Lotus 23

Lotus 23 parts

Lotus 23 wikipedia

Lotus cars story

Sport Cars copy

Info Lotus Eleven. Ref. 1

Arvika museum. Ref. 1

Frame for Eleven showed up by Chapman himself. Ref. 1

Arvika museum. Ref. 1

Ultimatecarpage Lotus 23

Lotur 23 parts

Lotur 23 wikipedia

Lotur cars story

Lotus 23B. Ref 1
 
Lotus 23 B 1964
Translation from museum info.

Lotus 23 was one in the row of successful racing car from the famous Lotus factory. The engine was the same type as for Lotus Elan and Lotus Cortina. These were trimmed by the well-known Cosworth firm.

The car in the museum has an interesting story. The first owner was Frank Williams, at one time leader for William's Formula I racing stable.

He sold later this car to Anders Josephsson in Stockholm and he won it's race class both for track and ice 1964.

Later the car came in te hands of Sven " Smokey" Åsberg in Anderstorp. This was the man that was the father of the race track in Anderstorp and where the only formula one race in Sweden has been driven. The car has been fully renovated later and is today ready for race.

Engine: 4 cyl OHV 140 ps/ 6500 rpm, 1594 cc.
Weight: 400 kg.

Lotus Eleven. At museum 2015. Ref. 1


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Swedish version

Willys Overland touring six

Willys Six in Arvika museum. Ref 1

Willys six in Arvika museum. Ref 1

Willys info at the museum. Ref 1

The original driver's license for Nordenhammar. Ref 1

Willys also produced a car with sleeeve valve engine. Ref 1

Austin Sherline ca 1952. See link to Ivar's museum in Hoting. Ref 1

Willys Overland at Torsongs museum. Ref 1

Links

Hoting carmuseum

Torsong museum

All websites Links in Willys story:

Willys

Knight engine

Sleeve valve engine picture


Maxwell Automotive

Stearns Automotiv

Russel Car Company

Chalmers

Automotive

Durant

American Bantam

Bantam 1938-41

 

Willys six. Ref 1
 

Willys six 1930
Translation from museum info

Standard wheel Co. started to build small lever control one cylinder cars 1903. The company changed name to Overland 1905. When the firm got into economical troubles the firm was taken over by a car dealer from Elmira in NewYork. The dealers name was John North Willys. After this the name became Willys-Overland. The production consisted of both four and six cylinders cars. The four cylinder model was during some years in the 1910 the next most sold car in in USA.

The new model after Willys six became the popular Overland Whippet, this model became no success in the long run because of the stock market crash 1929. Willys, more well known for the famous war jeep, continued with private cars in USA up to 1956. Today 2013 remain only Jeep which is a part of Chrysler. The proud car producer is today owned by FIAT!!

This old Willys on exhibit is reserved for the future because of it's registration number S1. Normally the numbers S1 to S10 were preserved for the county governor in the county of Värmland. This system was not implemented 1907 when the car register was set up. The first owner of the number S1 was car seller A.G. Nordenhammar in Säffle and when car inspector Rudolf Nordenhammer bought an Oakland 1910 he got the number S1. When Nordenhammar later changed car to this Willys Six he got the number moved to the new car. He bought 1957 a new Standard Vanguard and of course he wanted to move his number to this car but was refused. By this reason he kept this car and didn't abandoned the car from register until 1964 (by age).

The county governor had to console himself with the number S10000 up to 1964, when the car was abandoned, he rapidly got the number S1. This was although only for a short time because Sweden got a new system for car registration which didn't involved the county character, 1972.

The Willys car was after  1964 bought by Holger Edsjö in Slottsbron and got now a new 5-character S-number, but Holger refused to use it. When the new system was introduced he used S1 only when driving veteran rallies.
Note. I, as writer of this, in the end of 1940 lived in Grums, a community just close to Slottsbron, saw this car driving. My parents had at this time telephone no 1 and maybe because of this I remember the car.

As a curiosity I show a photo which I took in Karlstad. This is an Austin Sherline about 1952, Note the number S14. The car probably owned by Billerud? concern in Grums. Read about Austin Sherline at Hoting museum.

Willys engine: Six cylinders side valve.
Volume: 3161 cm³. Power 65 hk at 3400 rpm.

Willys Overland Story

Several old car marks got birth from a energetic contractor when he bought a car producer which had economical problems. This was the way for Johan Willys who 1908 bought Overland Automotive of Standard Wheel Company.

This company became the next biggest car producer after Ford in America. This went on from 1912 up to 1918. Remember that all production for civilian market went down tremendously when war started. This was not bad for Willys because he earned much money from the military production.

John Willys used all his money to develop his company and products. When he earned much money he had to place them by buying other companies, who had interesting products. He also bought smaller companies who had developed special cars.

In this way he bought several car producers and put his own production of different Willys cars there. Such a place was for Willys Knight produced in Cleveland by Stearns. There were several different car factory here. Here the marked got the sleeve valve car. This type was patented by Knight. Stearn had earlier bought a license for this engine type. This engine characterized by high moment and silent running. It was rather expensive to produce. For this it was sold as a luxury car.

Then some companies were established in Canada  like Russel Cooperation and New Process Gears. Even Maxwell Automotive came under the wings of Willys. All John's companies became now so big that it was reconstructed as a Holding company. All parts became their own economical unit, but free to cooperate.

Duesenberg came also in Willys holding company and also Auburn and Cord.

The main important product was though the 4 cylinder Overland and Whippet. You can find a Whippet at Torsby Car museum. But in the whole the goal was to produce a 6 cylinder engine.  

As all companies which grow to fast without a good connection to market and relationship to it's size. Willys Holding started to decline during the end of 1920th. Several companies were sold to get money. Factories were bought by Holding Units and then rented by Willys. Compare the selling of factory buildings in all countries all over the world during 1970 an 80th. Normally these were rented by former owner. For example ABB in Vasteras.

Well how did the 6 cylinder manage? The bankers engaged Walter P Chrysler to make everything profitable. He was also like Willys interested to take over investing objects for his own earnings. Specially the 6 cylinder engine which was not ready developed. Of course it was several tours before Willys created his own company. This was later bought by GM with the 6 cylinder Willys engine.

Willys Overland Motor Company was reorganized, 1936, which still was a large producer. They got now together with Ford order to produce the famous JEEP. The construction company Bantam had not the capacity to produce so many units. You can see a Bantam at Sparreholm and Rydaholm museums Sweden. This made that Willys was bought by Kaiser-Frazer together with the license for Jeep.

1955 it was decided that the remaining of the production from Willys with tools should be moved to Brazil where the last cars of the mark Willys were put together. Later models from Willys like Aero were also done here. Ford continued the Brazil Willys adventure since they had bought the rests of Willys Overland. In America the name Willys disappeared when Kaiser was reorganized to Kaiser Jeep Cooperation. Everything ended up when the Chrysler Concern bought Kaiser and put their hands on the Jeep license. Chrysler was for a while Daimler-Chrysler before it was sold and became just Chrysler again. Today 2013 Chrysler is owned by FIAT.

Today the memory of Willys is hidden in all these sales at Chrysler, which fate in 2010 th economical crises is unsure.


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Swedish version

Rolls Royce 20 hp 1927

Info about the car. Ref 1


Driver's plat int the exihibited car. Ref 1


Links

Rydaholm museum

 Sparreholm museum

Rolls Royce history

Rolls Royce history 2

Rolls Royce Phantom II

Wiki Rolls Royce

 



 





 

Rolls Royce 20 hp. Ref 1
 
Two men and their knowledge and proficiency in life were met by a coincidence without even knowing about each other.
Henry Edmunds had invited them to Midlands Hotel on the 4th of May 1904. One of them with the name Henry Royce, a skilled engineer and Charles Rolls, a reseller of cars. Sir Henry Royce had built a car aSer Henry Royce. Ref 48.lready 1902, Royce 10. He had the opinion that a good product could be made better special on the engine side. His car was equipped with a 2 cylinder engine. Charles Rolls had imported mostly French cars as other countries seldom exported their cars. He was an adventurer and this reputation

was put on a man like Rolls as he was both adventurer, a pilot and race driver. He wasn't specially sufficient with the cars quality. Royce had proved the quality of his cars by controlling them with controlled tests. At this meeting they agreed to each other that Rolls should sell all cars Royce could produce. This Charles Royce.Ref 48.became the agreement, but it was not written until December that year.
Sir Henry Royce was except a car builder even an inventor. One of his patents from this time was the light bulb. The lamp was designed with the today used bayonet. The lamps used mostly today has this design.
One of his patents at this time was the light bulb for cars. It was formed with bayonet type. Car lamps are produced that way even today.

Charles Rolls was an educated mechanic at Cambridge. He studied here for engineer. He was one of the first to prove for car license and airplane license.

During the period between WWI and WWII. They developed airplane engines and also succeeded to make the best and strongest types. This engine was called the R-engine and it's output was about 810 hp. Later it became the famous Merlin engine with output of more than 2250 ps. The problem was that England had no suitable airplane in which this engine could be used. In Germany it was just the opposite. Heinkel had built a plane which was called Heinkel Blitz. Rolls Royce wanted to buy such a plane in order to win the Schneider trophy for England. The plan between Heinkel and Rolls Royce. Was to make a switch. Rolls Royce accepted, but the German RLM (Reichluft ministerium) didn't agree. Instead England got a license for one plane and Germany got one engine. How this ended, Heinkel doesn't tell in his book Stormy life.

Cycel made by Rolls displayed at Technical museum Hälsingborg. Ref 1

 

 

 

 

 

 

At my visit in Helsingborg technical museum I saw a cycle made and named by Rolls. I don't know if it has any connection with Rolls Royce.


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Swedish version

Buick

Buick driver's place. Ref 1

Buick 4.4 litres open tourer at Grängesbergs museum, now sold. Ref. 1
Buick at Nostalgu museum Grangesberg

Links

Buick Century

Buick History


Ullared museum

Buick. Ref 1
 
Buick Motor Company has a long story and can be referred back to 1890.

Engines were sold to the farmers around. The man behind the name was David Buick. His company changed name several times before Buick Motor Company got it's present name.

David was born in Scotland 1854 and moved to Detroit 1880. He was a clever engineer and work within plumbing. He invented how to protect pipes with china cover.

He sold this to be able to start up car production and was tremendous eager to replace horses with an engine. He was already producing engines as he had sold them to farmers already 1890. He started carefully but he had not sufficient with money and was forced to sell his business to his economical backups such as Benjamin Briscoe (read about Chrysler) and the banks.

The new owners started to move the factory to the former locals of Flint Wagons.

David had a new model ready and it was tested by David's son Thomas. In the same time the banks and his boarder forced him to get the best businessman to take over the lead. It was William Durant.

This man owned a patent for a spring system for horse wagons. He was very impressed of the system of Buick springs and accepted the lead offer at once.

Durant took the first car to New York Auto Show 1905 and took the lead himself in the exhibition case. Then he returned to Flint Works with several orders. 1908 Buick produced 8820 car under the Durant's lead. Buick became the largest car producer in America this year.

Durant then created the holding company which later should be General Motors. David Buick became just a spectator and could only see how Buick grew to a large car factory and died miserably poor.


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Swedish version

Riley RMA 1.5 liters

Info about the exhibited car. Ref 1

Riley RMA. Ref 1

Riley Nine Lynx. Ref 1

Riley Nine lynx. Ref 1

Riley Nine Lynx. Ref 1

Driver's place Riley Nine Lynx. Ref 1

Competition at Karlskoga raceway 1967. Seen ERA Maserati Ferarri. Ref 7

Riley three wheeler. Ref 49.

Links

Riley history

Riley

Riley Nine

Riley RM

Riley Club spares

ERA Ferrari

ERA Brooklands

ERA Info 1

All ERA models

Goodwood Revivel

ERA E-typ

ERA Story Wiki

ERA story and Mini

Riley RMA 1 ½ liter Saloon 1947. Ref 1

Riley RMA
Text freely modernized from a collection series for cars.

The Swedish car audience know Riley only from the race tracks. There were only a few of these elegant "half racer" cars imported to Sweden. The name is easy coupled to the delight of speed.

Riley. Ref 1The Riley cars have during the years been more or less made by hand. In ads they talk about "individuality and craftsmanship". The car has also always been an elegant and exclusive creation for motorsport interested people. The price in Sweden was 14300 Skr for a 1.5 liters car. This high price tell you that it must be a quality car. The factory should today 2013 be 106 years old if it still was on the market.

The best acknowledgement one can give the Riley engine is that it is the main construction for the ERA racing cars.

When English Racing Association was founded 1935 and all the English engine firms, accessories producers and other interested in racing were merged in order to build a a car which was aimed to compete with the German and French expensive racing cars, they started, in the first series for ERA, to use updated Riley engines. Even the later ERA models had the fantastic liter effect of 173 ps which gave the car a top speed of 274 km/h. This construction was built on the experiences from Riley factory. The differences are that the ERA engine was built by expensive materials and equipped with a Rootes compressor. The Riley factory got the job to build this engine.

The times for building cars by hand was no longer economical. The Riley firm had been bought by Morris Motors owner viscount Nuffield. He is also chairman of the board in ERA. The car was now the top mark in the series of MG-Wolseley-Morris.

The Riley engine is an interesting example how to get a better position in the tax authorities lists. Cylinder diameter, after which English tax horses were counted, is 49 mm, but the stroke is 100 mm, the compression is 6,5, top rev reach 4500 and the cylinder volume became 1,5 liter.

The tax formula give 12 English tax horses for paying tax. When trimming this elegant construction with it's double overhead cams and valves positioned in 90° and other gadgets it is easy to get a true effect of 56 ps.

Rileyrear end. Ref 1

Other English cars may be conservative. Riley was top modern and gives you details which can make an old engine fantast to lick the mouth with delight. Valve mechanism was as effective as a really racing car. The cylinder head had straight inlet ports and the outlets allow the gas to pass without any important resistance. The valves are angled so that the spark plug is situated in the middle of the explosion chamber.

It might be of interest to mention that the piston speed is 13 m/s. This is much higher than any American car can show. As a comparison the ERA engine has 10,5.

To be a car with only 1,5 liter volume Riley is a rather long and low for the English normal car.

Total length is 455 cm, broadness 161 cm and height 150 cm. Axle length is 286 cm. Speed according to catalogue 120 to 128 km/h. The figures show that this must be a nice construction. Turning radii is 9 m. For English 1.2 liter car the turning radii used to be 11 m. 


Riley Nine Lynx 1934.
Translation from museum info.

William Riley started bike production in Coventry 1898.

After a short time he started to produce three wheeler. The first model was a type with one cylinder engine at 517 cm³. Three wheelers were built up to 1907.

The first cars (4 wheels) came 1907. They had a mid engine mounted of the type V2 and chain to driving wheels. Price was 169 £. A bigger V2 was placed in front 1908. These cars were equipped with pressure lubrication, had also gearboxes with three gears and power fed the rear wheels by prop shafts.

During the years between WWI and WWII Riley built many different models. The most famous was the Nine which was presented 1927.

This car was constructed by William's brother Percy Riley. The engine was a four cylinder 1087 cm³ equipped with double overhead camshafts. This engine should be the basis for all four cylinder Riley engines up to 1957.

One could get the Nine in several different chariots. All had varying names. They were produced up to 1935. The car in museum is named Lynx (a four door touring) was one of the most lucky types.

In the middle of 1930 the company had economical problems and was saved from bankruptcy when Morris Motors bought it 1938.

From 1952 Riley was included in BMC. The mark disappeared 1969.

Engine: Four cylinder with double overhead camshafts.
Volume: 1087 cm³. Power: 39 ps.
Weight: 900 kg.

 Page 12

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Swedish version
 

Ferrari 500 Mondial
Ockelbo replika

Ockelbo chariot info. Ref 1

Ockelbo Ferrari driver's place. Ref 1

A Ferrari 750 Monza at Rosso Bianco museum. Ref 1

Only 2 copies of car no 21 were built and named 857S. Ref 8

Car no 21goes up to second place at historic race at Karlskoga 1966. Ref 7

Links

Ockelbo Lundgren

Ockelbo Collection

Pagano
Teest driving

Ferrari Mondial 1

Ferrari Mondial 2

Ferrari Monza 1

Ferarri Monza 2

About my 857S

Ferrari 857 S



 

Ockelbo Ferrari. Ref 1
 
Ferrari 500 Mondial 1954.
Replica with Ockelbo chariot.
Translation from museum info.

Erik "Ockelbo" Lundgren was during the 1950 th a well-known racing driver in Sweden. Some time during the years 1956 - 57 he started to build a racing car of his own. The new material armed plastic had shown up. Remember Chevrolet Corvette and Volvo Sport. He borrowed from Ulf Norinder a Ferrari Mondial and copied it's chariot by making a mould from this car.

After this he realized that he could sell copies. He succeeded to sell at least 50 copies to other person who wished to build a "Ferrari". This work kept on till 1960.

The chariot was made so it could take any chassis types. Sorry to say because of this none had a good fitting.

Any complete sport cars with Ockelbo chariots has not shown up through the years. Sometimes there is a Ockelbo chariot for sale in nostalgia car papers.

 

Erik Lundgren went over, with this experiences to produce pleasure boats instead. This was a better business. He also started with snow scooters.

The chariot for the present car in museum became unused for 40 years before Gunnar Ohlsson from Sunne bought it. He worked with it for 10 years from 1995. It's chassis was built in Karlstad and had to be corrected several times before it became fit for use.

The mechanical component was taken from Alfa Romeo Alfetta 1982.

This replica is without doubt one of the most successful in the difficult home building hobby. The risk to get an ugly swan is very large if not the craftsmanship and qualifications are present.

Engine: Alfa Romeo four cylinder double overhead camshaft engine.
Volume: 2000 cm³. Power: 145 ps.
Weight: 750 kg. Top speed: Close to 200 km/h.

Today from 2000 has this mould been taken over by a company Pagano. They offer new chariots. See link.


About Ferrari Mondial 500.

From Ferrari in Italy there were at least 2 different chariots. One built by Scaglietti with the sub name Spyder. The other came from Pinin Farina which also got the sub name Spyder.

Ferrari factory had earlier V12 engines, but now there was new rules and longer distances for the competitions. The V12 was constructed by Gioancchino Colombo. An engine that could take long time racing was needed.

Aurelio Lampredi was now the new chief engineer. He looked at the steady four cylinders engine from HWM. !952 he constructed one 2 liters and one 2,5 liters motor. It had 500 cm³/cylinder. This car drove in the F2 class and Alberto Ascari was the driver. He won 6 races.

This result gave the title 1952 and also 1953. 31 copies were built.

This engine was also used in Ferrari sport cars and for this the volume was increased up to 3 and 3,5 liters.

This engine was later the basis for the more well-known 750 Monza from which also 31 copies were built.

The Monza car got later a 3,5 liters engine named 857S ( more popular 860). S for Scaglietti. Only 2 copies were built of this type. This engine gave 280 ps. It had DeDion rear end and cross over plate spring.

A good book about these cars is Arne Tanner Ferrari. 


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Swedish version
 

Benz 16/40 PS 1913

Driver's place for Benz Benz 16/40 ar Arvika museum. Ref 1


Benz Simplex 1905 at Sinsheim museum. Ref. 6

Benz Parisfal 12/18 1903 at Mercedes Benz museum. Ref. 4

Benz 1907 at Sinsheim museum. Ref. 6





Benz Simplex 1912 at  Sinsheim museum. Ref 6


Blitzen Benz at  Mercedes Benz museum. Ref 6

Benz 2 blocks 4 cyl engine. Ref 6

Links

Mercedes Benz museum

Rosso Bianco museum

Sparreholm museum





 

Benz 16/40. Ref 1
 
Benz 16/40 PS 1913
Translation from museum info.

It is supposed that
Carl Benz in Mannheim is the first to construct and build the first useful car, equipped with a internal-combustion engine 1885.

Gottlieb Daimler build also one but it was a motorcycle type and not useful on roads. He mad the his irst car one year later.

The production of Benz cars went slowly during the rest of years up to 1900. Benz company got money by selling stationary engines till 1900. Carl Benz left his company 1906 and started a new one the same year named Cal Benz & Söhne in Ladenburg/Neckar.

In Germany the authorities were not so interested to build new roads, but in France large sum of money was put to build raods. For this reason France became the leading country at this time. It was easier for german car producers to sell cars in France. WWI change till fully this matter.

The original Benz company had great competition successes and mad several record attempts 1907 - 11. Among thong this with a car named Blitzen Benz.

1910 Benz bought the lorry producer Gaggenau. During the years from 1910 up to WWI 1914, Benz had a large product mix, from 2 liters 8/10 ps, till really large cars as 10,1 liters 39/100 ps. All cars had prop shaft drive and four cylinders side valve engines.

Carl Benz refused to merge with Daimler and not until his dead 1926 the two firms became one company. Benz and Daimler became the words most successful and admired car producer. The name became Daimler-Benz Ag.

The car on stand came to Sweden from New Zeeland as a bad renovation object and the work was very extensive. After some years the car was sold to Norway where the renovation was fulfilled till the present condition.

Engine: 4 cyl. Side valve, 3950 cm³ 40 ps/1700 v./min.
Top speed 80 km/h. Petrol consumption 2 l/mil. Petrol tank volume: 80 liters. Weight: 1710 kg. Price in Germany when new without chariot 12500 Reichsmark!!


Mercedes Simplex 1903, 1905, 1907,
Benz Parsifal 1903

These years came the first cars with front engine and rear drive. Among all different models I can mention Benz Spider. The most important model was Mercedes Simplex which got it's name because it was simple to handle.

The car had steering wheel and foot pedals, 4 gears forward and rear gear. One could later get it with chain drive or transmission and differential.  The transmission of power was done with clutch, plates and springs, which was handled through a pedal. One had for the first time low pressure tires. Cooling was done with honeycomb type cooler. For the first time it was equipped with low pressure tires.

In the first version it was equipped with a 4 cyl, 5319 cc, bore 120, stroke 150 and a power output of 40 ps at 1050 rpm.

Mercedes, just like Benz, had developed a system with 2 cyl block and valves build together in a block placed like a T (T-block).
These blocks was build together to form a 2, 4 and later 6 cyl. engines. The lubrication was oil pressurized. Benz also sold a model 1903 named Parisfal Benz 12/18 hp. It was put on stand at Paris Motor Show 1902. A rival to Simplex.

The other pictures of Simplex are from 1905 and
1907 and are on stand at Sinsheim museum. Simplex had a very high standard of construction and terribly expensive.

The car from 1907 was bought by the American agent and priced in today's value 4 million mark. Completely impossible to sell. After 3 years in selling hall it was put away and was stored.

1944 it was bought by Marianne Wing for 500 dollars as a gift to her husband. He kept the car till 1985 when it was sold to an American collector. He couldn't handle the old  technics so he donated it to his church. They later sold it to the present owner. He has lend it out to Sinsheim Museum.

The engine in this 1907 model had 4 cyl. 9500 cc power of 70 ps. 1905 model had 4 cyl., 6800 cc and power output of 45  ps.
 


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Swedish version
 

Driver's place in a Stanley Steamer at Arvika museum. Ref 1

Steam dome in tahe car. Ref 1

The steam dome producer. Ref 1

Overview of the steam engine. Ref 1


 

Links

Stanley Steamer car


Stanley
 Museum

Tecnical photoes


Other producer

Stanley steam car

Stanley cars

Sparreholms museum

Malmo technical museum

Stanley Steamer. Ref 1
 
Stanley Steamer Car 1921.

Steam cars were at the time a useful alternative up to when self-starter became a natural part for the petrol cars. one of the popular steam car was Stanley cars.

There were twin brothers who was interested in photography. They were though influenced by the demands of the time and sold their field to Eastman Kodak.

The car they started to produce was not the most sold, but production survived from 1896 to 1924 when they sold their firm.

Later the steam car production disappeared in economical downs and rivalry from other more cheaper cars with petrol engines.

One of the later trial with steam engines was investigated by SAAB during oil crisis 1977. They developed a steam part big as a battery which should give an estimated effect of 160 hp. Among the links you can find an informative video which starts with a short add.

On the picture. Note the rebuilding of light and flashing indicators on the mud guards.

Note. This car may be the same as the one standing since long time at Sparreholm museum.


Stanley Steamer series 740, 1924.
Translation from museum info.

The twin brothers Francis and Freeland Oscar Stanley worked together with their photographic firm, when they as a hobby built their first steam car 1897.

At this time the steam power was supposed to be more reliable than the internal combustion engine and the Stanley steam cars were successful.

The first year they got order for 200 copies. It was more than they could produce so production rights were sold to Locomobil.

1901 they started the Stanley Motor Carriage Co. and the next year they introduced a newly constructed car equipped with a simple steam dome in front and the machinery mounted under the floor, working direct on the rear end.

This main construction was kept quite unchanged even if improvements were made. For ex. the cars were equipped with condenser from 1915 and after that looked just like an ordinary petrol driven car. The cooler was here replaced by the steam condenser. Stanley Motor built steam cars up to 1927.

Steam cars had better acceleration than other comparable cars so they were very able to compete. 1904 Frank Marriot reach the speed of 205,4 km/h at Daytona Beach, driving a Stanley with a streamlined chariot.

The two cylinders, double acting, steam engine give four power impulses pro revolution. This is equivalent to a 8 cylinder four stroke engine. The boiler store energy for future use by building up a steam pressure. This will give a possibility to reach an effect of about more than 100 ps.

The unit gives a fine power impulse during the full stroke and gives full effect already during low revolutions. But steam cars had long time to build up power pressure when they are cold, at least 2 min. When Cadillac 1912 presented an electric starter, it was a hard strike against steam power. The Stanley steam cars were even if they considered as very reliable, also very expensive.

The car on stand was renovated in Holland during 1970 and has since then been equipped with modern lights in order to stand up for the regulations.

Engine: Two cylinder double acting steam engine mounted under the rear floor of the rear seat. It gets the steam pressure from a kerosone fired steam-boiler built up in the front.
Engine effect: Over 100 ps. Price when new $2750. Weight: 1774 kg.

See also the first steam car from DeDions and also Ransom Olds first trial.


 Page 15

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Swedish version

Cadillac V16



Engine V16. Ref 1

Engine V16. Ref 1

 

Links

Cadillac V16

Cadillac V16 engine

Cadillac 452V16

Cadillac V16 1930



 



 

 

Cadillac V16 at Arvika museum. Ref 1
 
Cadillac 452A 1930

Trying to dig info about Cadillac there is a must to first decide what to dig about. General about history, general development or engines. After much searching it became about engines as most websites talk about this subject and specially about the V16.

1970 Cadillac decided to bore the 472 engine to 500 cc (8.2 liter) engine just because Lincoln had announced an engine with 7.7 liter, just to get the biggest engine.

In the 1930th it was due to that Marmon and Peerless was on the way to build a V16. Cadillac started to build together two straight 8 engines with a single crankshaft and one camshaft in the middle with pushrods and standing valves. One new invention were the hydraulic tappets. This was chosen to get a silent engine.

Advertising said that a 16 cyl engine is very smooth running, but this is not true for 16 cyl. The reality for a good balanced engine should have 12 or 18 cylinders. The mathematical problem to count the counterweights must have been quite a challenge for the Cadillac engineers.

In the beginning it was quite easy to sell such an expensive car 1930. The first 7 month 2000 cars were sold. All these were offered with body according to 
catalogue and customer wish. These were built by Fisher or Fleetwood. The 2 coach work companies were earlier bought by Cadillac just to get them inside Cadillac walls. Empty chassis were offered but only small sales. Same time the same bodies were sold with V12 engines and a few with straight 8:s.

The V16 car was sold at a loss and they tried to make the engine cheaper. The engine was rebuild to a 135° V and side valves, but rated the same 185 hp. This engine became much simpler and cheaper. These heads were called L-Head. The engine was named 90 and came 1938 to 1940.

The engine became much broader  but the bodies had changed design and there was no problem with space. The last V16 car was delivered 1940 to a buyer in Germany. America had not yet entered the war.

After the first 2000 cars it took 10 years to sell another 2000 units. This car, the V16, is one of the most asked for.
 
The V16 car was sold at a loss so they tried to change the engine to more cheaper one doing it into a L-head side valve an a 135° instead former 45°. The engine became in this way much broader. The chariots were though change to take this so there was no problem with space. The last V16 came 1940. America had not yet entered the war. It took 10 years to sell 4000 cars. This type from 1930 is one of the most sought after luxury cars on the market.

In Sweden there is one V16 at Museum of Sparreholm. It was first ordered by Torsten Krüger, but it was never used.
Note. Don't mix Torsten with Ivar Krüger (the "Matchbox King", who committed suicide i Paris).

Another two, one red 452B 1931 and one 1932, owned by Anders Läck i Sweden.

 


 Page 16

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Swedish version

Marmon 8-69 Hayes Sedan 1929

Info about Marmon at the museum. Ref 1

Marmon 8-69 1929. Ref 1

Marmon  at the museum 2015. Ref. 1

Marmon at the museum 2015. Ref. 1

Marmon V-16 at the museum 2015. Ref. 1

Marmon drivers seat at the museum 2015. Ref. 1

Links

Marmon

Marmon cars

Howard C Marmon

Marmon Roosevelt

Marmon Herrington

Marmon 8-69 1929. Ref 1
 
Marmon 8-69 1929.
Partly translation from museum info.

Marmon motor Car Co. was founded 1902 and became one of the most respectful and exclusive badges in USA.

Howard C Marmon. Ref 49.Howard Marmon presented 1916 one model named Marmon 34. It was supplied with a chariot made of light metal and a six cylinder overhead valve engine also made of aluminum.

The engine may be one of the first casted in aluminum together with the crank house. It was equipped with dry cylinder liner in steel.

Among all problems with the steel cylinders the aluminum engine was abandoned already 1919. The idea came back updated twelve years later when a very modern V16 machine giving 200 ps.

Marmon Roosevelt. Ref 49.After the reorganization of his company, in the middle of 1920, the border decided to put money on more conventionally

constructed cars equipped with straight 8 cylinders engines made in cast iron for all models. The model 8-69 got a new model name and instead it was named Roosevelt. Price was just under $1000.

Marmon Truck. Ref 49.The eight cylinder model series became the most successful type in the history of Marmon. Just as many others Marmon fell victim for the great depression in the beginning of 1930. The name continued though as a producer of lorries and chassis components up to 1990. This has now been a steel company. See link.

The car which is on stand in museum, according to information from American Marmon club one of the last 5 cars named 8-69. The car is not renovated and is shown in original stand. It has been in Arvika since 1960.

Engine: Straight eight cylinders side valve 216 ci (3600cm³), 86 ps. Weight: 1500 kg.


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Swedish version

Cadillac Series 370-A V12 1931

Info about Cadillac V12 at the museum. Ref 1

Info about Cadillac side 2 at the museum. Ref 1


Driver's place in Cadillac 370-A V12. Ref 1

Cadillac 1946. See text. Picture from a collection series.

Links

Henry M Leland

Charles F Kettering

C F Kettering
Interesting website

Hela Kettering story

Kettering, Delco, Freon

 



 


 

Cadillac 2370-A V12. Ref 1
 
Cadillac Series 370 A V12
Partly translation from museum info.

Henry M Leland. Rev 49.
Cadillac was founded 1902 by the engineer Henry Leland, who earlier had worked both at Ford and Oldsmobile. He later sold the Cadillac mark to General Motors 1908. He became naturally one of it's leaders. Sorry to say, it was so many car producers who sold their image to GM, and of course they didn't agreed with GM Owner Durant (see Oldsmobile), the top owner, and Leland retired. For the money he got, he started Lincoln, later a luxury mark in Ford concern.

Already 1912 Cadillac was first with the electric engine starter and in September 1914 the company presented the first successful V8 engine, although other companies had produced such a engine earlier.

Note that DeDion hade sent a car to USA equipped with a V8 engine. It a had great influence on the V8 engines which were constructed in America.

1930 GM became first to present a 16 cylinder engine for serial production. The main constructer was Oven Milton Nacker who earlier had worked at Marmon Motor Company.

A V12 engine was presented 1931 and it was based on the V16. It was easy when they only took away 4 cylinders. This engine could be mounted in the chassis which normally took the V8. The V16 and V12 were in production till 1937.

1931, 3250 V16 and 5725 V12 were produced. Totally 11000 V12 cars were produced between 1931 and 1937. Price new the V16 car cost six times than an A-Ford.

The V12 car on exhibition in Arvika museum is on of 20 known copies equipped with coupé chariot, and only 5 are rolling. The car is renovated during 5 years by Hans Emerén working at Auto-Craft in Vikarbyn. The renovation was shown as a TV program in Sweden. This car is the only one in Europa. 

Engine: 45° overhead V12 with cast in aluminum, and separate cylinder heads.
Volume: 368 ci. 6035 cm³. 135 ps at 3400 rpm. 388 Nm.
Weight: 2500 kg Length: 5,4 m

Cadillac
Text free modernized after car collection series.

When people in Sweden during the 1940 th saw Hi Majesty the King and Prince Bertil or other persons for the Swedish industry, driving Cadillac cars. There is two things one can be astonished for. First one can't wonder over the comparison with the so called "cockroaches", the first taxi cars in Stockholm. Has this small car developed to this luxury car. Secondly the finest car today is not specially expensive. Price 1940, 19500 Skr. There were several other much more expensive and smaller car.

Noble traditions.

The name Cadillac has not so much to do with the origin of the car, instead the the region where the car was produced. The Frenchman Cadillac was one of the explores who explored the regions around the great lakes.

C Kettering. Ref 49.To the construction of the car is also the name Henry M Leland and Charles Kettering connected. The origin of the car is a page in the pre history of General Motors. Leland sold the rights to the name Cadillac to General Motors 1908.

From the beginning the name of the firm was Leland & Faulconer. They started to build a single cylinder engine surrounded by a water mantel by copper 1902. It was ready for production the same year. Compare the Swedish bomber engine Breguét 1912.  The engine was offered to Henry Ford and was mounted into a Ford chassis 1902. The car was then named Cadillac. It became later an immediate success. It is said to have been the first silent running car.

How the self-starter came to.

Then Cadillac built during the firts years more cars than all other car builder in Europe together. (Note DeDion). The success was colossal. It should be greater.

Packard had invented the steering wheel and Cadillac was bound to construct the self-starter through Charles Kettering. The story tells this. 1910 the young Charles Kettering sat one day in his office with Leland. He tells us.

"I was driving over the Bella Isle-bridge in Detroit and got to se a lady who tried to manually turn the crank of her car. She didn't have the strength to turn it. A god friend of mine tried to help her. But the nervous lady had put the ignition in high position. My friend got a backlash and the crank hit him in his face. He died of his wounds."

C Kettering i sin verkstad. Ref 48.Leland became very touched. But Kettering started to work with the problem to construct an electric start engine. This became also a generator when the engine start rotating. The self-starter had come to the world 1911 and was a standard equipment on many cars from 1912. The invention was the cause of the world wide producer DELCO.

Kettering and engine knocks.

Charles Ketterring didn't only invent the self-starter. He also solved the knocking phenomenon in the engine which was caused by low octane petrol. Thanks to this invention the modern cars petrol economy was solved. and the oil companies could deliver petrol with equal quality and the right octane.

It was also Kettring who invent the way to paint the cars, instead of painting by hand with common oil paint. This invention led also to the world wide company duPont and the development of Ouen enemal.

Kettering became the leader of GM technical department 1919. From this time Cadillac is only a small part in the production of GM, but the classical badge was add as the finest car of all cars from GM.


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Swedish version

Mitchell mod E40 1919

Mitchell mod E40 1919. Ref 1

Mitchel mod E40 1919. Ref 1



Links

Mitchell

Mitchell 1913

Mitchell 1912




 





 

Mitchel mod E40 1919. ref 1
 
Mitchell mod E40.
Partly translation from museum info.

Mitchell and Lewis had been wagon builders since 1834 and the first car, which was a small 2-place air cold 2 cylinders model giving 7 ps. It was build 1903.

The car production was placed in Racine, but was not one of the larger factories. Mitchell build cars in the conventional types equipped with 4- or 6 cylinders engines. 1916 the tried a V8, but only this year.

The car in museum was introduced in February 1919 and was named i adds as "Victory model". The name marked that WWI was over. Now Mitchell cars should take over.

The car had a 6 cylinder side valve engine. The type was just one year old. The model was updated with a friction disc clutch instead of the old type cone.

2 Mitchells were registered in Värmland 1922, one in Arvika . The Arvika car was an older model with 4 cylinder engine and the other was found in Karlstad. The latter car was probably the same as the one in museum.

Mitchell was the type of producer that made all components themselves, instead of buying them.

The electrical system was Remy and carburettor came from Rayfield. Compare Cadillac and Delco-Remy.

The best production in the story of Mitchell was 1919 when they manufactured 11000 copies. Compare the T-Ford which was produced in almost one million.

The beginning of the end for Mitchell cars came 1920 when they tried to sell a a car with an cooler inclined rearwards. The model got the nickname "Drunken dog". Compare Willys 77 and the 4 cylinder DKW.

The company lost money when the car didn't sell and although they put the cooler vertical and gave the car a conventional look the damage could not be repaired. The last cars were delivered 1923 and Mitchell went bankruptcy. Nash bought the rest of the company in Racine. The badge disappeared from the marked and Nash produced it's cars in Racine instead.

Engine: Six cylinders side valve.
Volume 4076 cm³. Power: 40 ps. Weight 1450 kg, Price new: $1690.

 Page 19

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Swedish version

Holsman 1908

Arvika museum. Ref. 1

Holsman Buggy 1908. Ref 1


Links

Holsman

Holsman cars

Holsman buggy

Holsman High wheeler

Holsman pictures, info

Schacht cars

Schacht transportation

Assa factory museum

Rydaholm museum

About Schacht

Schacht på Rydaholms museum. Ref 1

Drivningen av bakhjul på Schact. Ref 1

Schacht info på Rydaholms museum. Ref 1

Schacht -  Fox-Ahrens brandbil 1939. Ref 49

Arvika museum. Ref. 1
 
Holsman High wheeler 1908
Partly translation from museum info. More info see Assa museum.

Holsman was a high wheeler, even named buggy. This type was sold in a quite large number in the American middle west from 1903 and up to 1911.

The model was a horse wagon, but without the horse. Just look on the spring system package. Fully elliptical springs all around. The power unit in the buggy was a 2 cylinders air cold boxer engine, placed under the rear seat.

The transmission unit used a rope up to 1905, then steel wire covered by rope material till 1909 and lastly chain-driven.

The high wheeler was old fashion already when it was first offered, but anyhow it was sold in many copies. In the middle west it was not a so big step from the original horse wagon and here the roads may not be the best.

Holsman had hard competition, among them from the department store of Sears Roebuck. It was a reseller of different buggy cars.

The car type was hardly current in Sweden. Anyhow Atvidaberg factory planned to produce a series of about 10 buggies 1910. It was a plain copy of Holsman.

Engine: 2 cyl. air cold boxer. Power 12 ps.
Original producer Holsman Automobile Chicago.


Nedan info om Schacht.
More about Schact see link or Rydaholm museum.

Schacht 1904 was the first horseless carriage which the company assembled an engine. It was a 2 cylinder petrol motor giving 18 ps, was placed horizontally and the power output was a chain over to the rear axle.

The two brothers Schacht carried on a firm that made horse wagons for transporting goods and later even for person transports in Cincinatti.

Look at the picture an observe the spring system. It is a multi plate spring going from front to rear on both sides. This car was developed from the horse wagon standing beside their car. You can easy see that it was only to mount a shaft in order bring it back to original shape horse wagon.

The development for using cars was hurried up by a horse epidemic about 1870 and most horses died in some sort of influenza. One should also remember that roads around the cities had no payment and were normally muddy and in that much horse dung was mixed.

Everything were transported there which was formed by mud and dung. The local personal transportations were very unsure. To get milk during the horse flu the farmers had to bring the cows inside the town. Outside the shops they were milked.

When the horse flu was over the high wheelers became popular and people demanded better roads and by the time they got it.

Now the petrol engine had been so much in order that it was fit for use. The Schacht brothers got lots of inquiries for the new type of horseless wagons.

Schacht type with high wheels showed to succeed doing good work on the bad roads and it was a better vehicle than many others. They got several orders. Up to 1914 they produced several different types of car-wagons.

They now decided to go over to only transport lorries. The personal car design was sold to Willys Overland when 8000 cars had been made.

The company continued to produce lorries and merged in an economic crises with another company, Ahrens who had specialized in fire trucks.

Ahrens used the Schacht main chassis for their fire trucks. This lasted till 1940 when production ceased.

After WWII Ahrens continued with their fire trucks and are still producing them. Schacht went over to engines after the war.

 


 Page 20

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Swedish version

Museum info Detroit Electric. Ref. 1

Detroit Electric Brougham 1915, steering handle. Ref.1

Arvika museum. Ref. 1

Arvika museum. Ref. 1
Links

Detroit Electric 1


Detroit Electric 2

Detroit Electric 3

Detroit Electric. Ref. 1
 
Detroit Electric Brougham Mod. 52 1915
Translation of museum info

Today it is generally expected that car with battery power are going to replace petrol and diesel cars. But already during early 1900 there were battery cars.

Electric car were common in America and furthermore the were rather common as city cars. The Detroit Electric car in the museum is the main type how people represent a battery car from this time.

This type of car has also been the main model for Disney's Kalle Anka cartoon series, as Grandmother Anka's car.

The Anderson Electric Car Co produced electric cars  between 1907 and up to 1939 and the production number is 13000 cars. The highest production was 1914 with 4669 copies.

These battery cars and specially Detroit Electric, were sold as city cars for ladies in the higher society and doctors.

There were very few of these cars imported to Sweden. For county of Värmland none. Not until during WWII when ASEA produced smaller lorries.

The Detroit Electric in the museum was once bought by Knut Agaton Wallenberg, and he used it till 1918. After him Herman Sylvander took over the ownership. He owned the Jaeger photographic studio. After him Tora Teje the actress took over the car.

Engine: 80 volt electric motor place under the floor, effect 10 ps. ( 7.5 kW).
Top speed: 30 km/tim. Drive range ca: 50 - 60 km.
Price: 3000 $ 

 Page 21

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Swedish version

Drivers place Thulincar. Ref. 1

Thulincar. Ref. 1

Arvika museum. Ref. 1

Arvika museum. Ref. 1

Arvika museum. Ref. 1

Links

Enoch Thulin

 

 

 

Thulin Typ A 1924. Ref. 1
 
Haldexbilen
(not the car on picture)


This car came is in the the ownership of Haldex through the following story. Bo Andersson who ownes some parts for a Thulin motorcycle was on a tour in north of Sweden stopped at Torsongs museum in the landscape of Dalarna south and near the city of Borlänge, in order to ask for motorcycle parts for his Thulin mc.

The Torsång owner have been interested for old motor vehicles for a long time. If there were any parts he should know.

He didn't know of any MC parts but there was a Thulin car type A picture in the north of Sweden for sale.

Bo took this information back to Haldex Company and they at last succeeded to buy this car. As you can see on pictures it was thoroughly renovated and is now in a good stand. Haldex has also built a special trailer in order to be able to take the car to markets and meetings.

The investments that Thulinverken or Teve as it was called for a time after bankruptcy was the beginning of bad solvency because of expensive production tools in order to produce the cars.

The bankruptcy estates did continue the production up to 1927 when Volvo started to deliver their first, car popular named Jakob. This was the final end.

The car type was bought to Thulinverken through Gustaf Daléns subsidiary AGA company outside Berlin. The name AGA in this case had nothing to do with Swedish AGA production.

The German Works had bought the car construction from FN in Belgium. Most of the parts for the car was produced in Sweden except carburetor and electrical equipment which were imported.

Thulinverken had also a contract with a reseller for 1000 cars, of these only 300 were produced. The car got a coach work made of wood.

It was Palle Mellblom who led this work in the beginning. He had knowledge from the airplane production. The car was for sale with a coach according to the customer wish.

Different coach works offered can be seen here. The engine had a motor block casted including the gearbox.

During WWI the AGA factory had a main production of machine guns and it was when this production ended that the FN-car was bought.

About 15000 AGA cars where produced before the factory ceased. Picture of an AGA car was found in Finland and renovated by enthusiast, now placed for ever at Dahlen museum Stenstorp.

Motorcycles.

These two pictures, with necessary permission, scanned from the book Swedish motorcycle history by Gert Ekström.

They were constructed by Thulin's friend Thord Ångström and were ready on the drawing board already 1919 and for delivery 1920. 1923 the small one with 350cc engine. The earlier had a 1000cc and 570cc. Probably any remaining MC is not not to be found as only 12 were produced.

MCIII with "Douglas engine" 1000 cc. Ref 33.

MCII 350 cc. Ref 33


 Page 22

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Swedish version

Dyna Veritas 1952

Museum info about Dyna Veritas. Ref. 1

Drivers place Dyna Veritas. Ref. 1

Gunnar Wahlberg  BMW Veritas. Ref 39

Gunnar Walberg  BMW Veritas. Ref. 39

Links

Dyna Veritas

Panhard Club
Veritas cars
BMW Veritas Auction

 

 

 

 

Dyna Veritas. Ref. 1

 
Dyna Veritas 1952
Translation of museum info
A better photo when I visit Arvika with no sunshine.

Of all today from ceased production cars and rare models are Veritas today almost a fully unknown badge for common people.

The company started car production after WWII, when som former BMW engineers, Ernst Loof, Georg Meier and Lorenz Dietrich used the technique from prewar BMW 328.

They got commission to use 1950 engines from a updated BMW 2 liters engine produced by Heinkel. With this they only produced 78 cars of closed and open types. Then they were out of money.

1951 Loof reconstructed the company and started a cooperation with French Dyna Panhard. The production was at that time placed in Nürnburgring and the bodies for a very beautiful Dyna Veritas came from Bauer in Stuttgart.

There were supposed only 17 cars produced, but of these there were a handful of coupés.

The production was too small for the company to survive and 1953 production ceased. The left over access may have been bought back by BMW.

The Dyna Veritas in the museum is a very rare car within the museum world. Don't let your mind be deceived by it's inconspicuous outer design and that the car is not renovated. You have a really rarity in front of your eyes.

There may be another coupé still running in France. There are some Veritas with BMW components and Panhard engines still left.

Engine: 2 cyl. Boxer engine (Dyna Panhard) front wheel drive.
Volume: Effect 32 hk 750 cm³

About Gunnar Wahlberg and BMW Veritas

There is at least one Veritas in Sweden and it is the former race driver Gunnar Wahlberg BMW Veritas. He was always out to find a winning car.

He race from the beginning wit a BMW 328, then he bought one BMW Veritas Rennsport imported 1951.

Tis car was equiped with a BMW 6 cyl engine. Later he built a single seater race car using BMW components. With this car he unfortunately perished when race at Solvalla horse track 1956. The Veritas car has the supposed owner in Frank Gejbrandt, but it is not for sure because the price level 2015 is about 310000 $.


 Page 23

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Swedish version

Museun info Per Eklund MG Metro 6R4. Ref. 1

Museum info Per Eklund. Ref. 1

Links

MG Metro

Metro Owner's Club

 

 

 

MG Metro R64 Group B 1986. Ref. 1
 
MG Metro 6R4
Translation of museum info

Austin Rover MG Metro 6R4 answer to the group B race cars from Peugeot, Audi, Ford and Lancia. The engine was a update of the Rover V8, which really was an old American Buick from the 1960 th.

The change was that 2 cyl were removed an then the engine was equipped with cylinder head with double cams and 4 valves pro cylinder.

Per Eklund made his debut with this car in the Swedish Rally 1986 an after that he drove tje entire VM-series, but the car was not a success in the rally-forest.

He made much better result in hill climb competition. The car had the engine over rear wheels and will for that reason get much weight on the drive wheels.

Per was a SM winner for three years in raw in hill climb (1990-1992) wit this car. Per also took part in rallycross wit the Metro n drove at the Westom track in Arvika.

But in this type of competition the naturally aspirated engine was not good enough. Compare with the other competitors turbo engines, which the Metro was missing. Per was missing about 200 ps. According to Per the Metro i the most ugliest car in his collection.

When the B-group cars was prohibited after several death occasions during 1986, since they were assumed to be too fast. Aftr this he has only used the car when competition in rallycross and hill climbs.

Engine: V6  with double overhead cams.
Volume: 2991 cm³. Effect: 410 ps at 9000 v./min.
Four wheels drive, 5 gears. Top speed: 300 km/h
Acc. time: 0-100 2,8 s. 0-200  8,9 s.


 Page 24

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Swedish version

JC Indigo 3000

Museum info JC Indigo 3000 1995. Ref. 1

Info om Indigo prototyp ch. nr. 001. Ref. 1

JC Indigo 3000. Ref. 1

JC Indigo 3000. Ref. 1

Links

Jösse Car

New production 2015

New Indigo sale

Indigo Club

JC Indigo 3000 1995. Ref. 1
JC Indigo

The area around Arvika is special, because here there are many motor interested persons, who both have the knowledge and also the economic capacity to build cars. This is one reason why Arvika has one of the best car museums in Sweden. From here also two of the best drivers in rally lives.

Here some persons with economical muscles got the idea "Now we must start to produce a sport car".

They started a business firm, Josse Car, 1994. They christened the car "Indigo 3000".

They commissioned one well known designer, who earlier had designed the Volvo 850. Hans Philip Zuckhaus.

But from this point they had their own ideas about components. Several important parts were taken from Volvo 960.

On odd part was the rear axle which was taken from Volvo 960. It has one single high mounted composite blade spring across the car.

The gear box was just as the engine also from Volvo 960. Then of course also a lot of parts from this car. To be noted  is that the petrol tank was taken from Saab and produced in Norway.

The first actions were taken already 1993. They started with a prototype which was test driven for two years before the serial production started 1996.

The car was merchandised as a cheap fast sport car and was prized for 250 000 Skr and a lot of options which were at extra costs.

Only 40 cars were produced before the economy forced the enthusiasts to stop their production 1999. Their goal from the beginning was to produce 500.


JC Indigo 3000 1995
Translation of museum info

Indigo was created by the former Volvo employee in Arvika Bent Lidmalm. Engine, powertrain and parts for front and rear parts like leaf springs mad of plastic. They were used both fron and rear. The parts were taken from the Volvo prestige model 960.

This car was newly updated when the Indigo project started during fir half of 1990. The body design is inspired by the from 1950 th classical sport car Austin-Healey.

The project was settled in Arvika and it was pland that serial production should be done i Arvika, but when this time came a suitable local could not be found.

A few test cars were mounted in Arvika, before the production was moved to Åmål. All car s built in Arvika have the identity letters JC and the city weapon as cooler badge.

The plant in Amål got the name Indigo City and her the serial production started, but only 41 cars were put together before the financing was strangled by the bank and forced the company into bankruptcy 1999.

The car produced in Åmål got an id badge in front with letters IC (Indigo cars) and two horses behind each others, one white and one grey.

The museum car is the first prototype which was used when making different tests.
 
In the little village Skene nearby Borås thare are a luxury car seller von Braun Sport cars selling Ferrari, Maserati and any you want Maserati. The owner has bought all rest from Indigo former owner and built up an updated model in the first run for 10 copies. They are offered for 950000 +options of course. The car is now named von Braun Indigo 3000 R Signature series. If you can't resist phone.


 Page 25

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Swedish version

Saab Sonett 

Arvika museum. Ref. 1

Arvika museum. Ref. 1

Arvika museum. Ref. 1

Arvika museum. Ref. 1

Links

Arvika museum. Ref. 1

Arvika museum. Ref. 1

Arvika museet hade som specialutställning ett antal SAAB 2016. Jag visar här 2 st med deras information.


Page 26

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Swedish version

Buddy Electric

Arvika museum. Ref. 1

Links

Buddy electric

Buddy website

Arvika museum. Ref. 1

This is a new electric car produced in Norway. How museum have found it is unknown. Production started in Denmark. There are over 1000 sold in NOrway. The production is still going on 2016, any way it has not ceased. Read mor in museum info.


Other Car MC museums in this website

Museumlist
Adalen car museum
Arnolds_cars & odds ends
Arvika car mc museum
Assa car museum
AUDI Ingolstadt
Autostadt

Autoseum
Barnfind Halsingland
Barnfind Katrineholm
Brosarp Museistation
Bjorkenas mopedmuseum
Brooklands England
Bugatti
BiancoRosso
BMW
Beaulieu England
Bynanders Car MC
Car sport museum Karlskrona
Chaparral carmuseum
Duxford England
Dahlén musem
Eds Motorcycle museum
Enoch Thulin Landskrona
Falkoping MC Museum
Foundries and mines
Garage round in Halsingland
Grangesberg Nostalgi
Grafors Collection
Grangesberg Locos
Hannover air museum
Hassleholm mil. vehicles
Holmgren VW collection
Haynes England
Hjorted Mopedmuseum
Harnosand carmuseum
Huskvarna museum
Ivar Car museum Hoting
Koping car museum
Krylbo-Norbergs rail
Ladenburg
My Vehicles
Malmkoping mil. vehicle museum
 
Malmo Technical
Mercedes Benz
MC-Collection Sweden
MC museum Hedemora
Motala museum
MotorTechnica
Munktell museum
Outbordmuseum Varb.
Porsche
Rydaholms Car Museum
Robot Museum Swe.
Regnsjo, SAF cars
ScaniaVabis museum
Sinsheim museum
Skokloster car museum
SSK Boxcar
SSK-series
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm
Sagen Technical museum
Surahammar MC
Swedish Air force m
Swedish submarines
Torsong MC museum
Torsby Car MC museum
Technical museum Helsinb.
Technical museum Stockholm
Ullared carmuseum
Volkswagen
Volvo Industrial museum
Ziegenhagen

 Other sites
Military service
Travels
My Heritage


Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina
 

Pictures from the following have been used in bjorns-story.se with necessary permission:   
Reference 1: © Björn Bellander 
bjorn.bellander(at)telia.com
Several photoes are mine from the museum.
Reference 4: Sinsheim Auto Museum www.museum-sinsheim.de
Reference 6: ©Mercedes Benz www.mercedes-benz.se
Reference 7: ©  Karlskoga tidning 1966
Ref. 8 is Ill. Motorsport Lance Photo Ulf Karlsson
Reference 48: General to be found on websites.
Referens 49: ©Picture from Wikipedia.
Referens 52: ©Lars Göran Lindgren
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© Copyright Björn Bellander 2006-