BMC MG. Ref 1
BMC MG. Ref 1

Autoseum carmuseum Veterancars
Text and pictures  Björn Bellander  Pictures current 2015, 16, 17. 12 pages
Official website
Back Swedish version


Björn Bellander


See also my other websites about Autoseum with
Introduction, American cars, English cars, German cars, French cars
Veteran carsOther carsMC,
Sport Race cars

International Buggy, Phänomobile, Motobloc, Locomobil, Pilain 4S, DeDion, Shute, Delahaye, Detroiter, Peugeot BeBe, Milburn Electric, Pope Toledo, Links

Page 1

Created 160328


Swedish version

International Buggy

Info International Auto Buggy. Ref. 1
Info International Auto Buggy. Ref. 1
Place to seat. Ref. 1
Driver's floor. Ref. 1
Engine room. Ref. 1
Engine room. Ref. 1
Spring construction.  Ref. 1
Spring construction. Ref. 1
International Harvester 1911. Ref. 56
International Harvester 1911. Ref. 56


About buggies

Holsman buggy

Holsman High wheeler
International Buggy. Automuseum museum. Ref. 1
International Buggy. Automuseum museum. Ref. 1
Buggy car 1908

Buggy cars were a type of highwheelers. A name which surely heritage from horse wagons. Engine driven Buggies were sold in large numbers in the American middle west from 1903 up to 1911.

This was a horse wagon in all, except the horse itself. Just look at the spring package. Fully elliptical leaf springs all around. The International Buggy had a boxer engine placed under the seat.

The transmission was constructed with ropes up to 1905, then came steel wires covered with ropes till 1909 and lastly chains.

Highwheelers were old fashion already when the came, but nevertheless they found a market and also quite many who were willing to pay the costs. This happened in the middle west where the roads where just trails.

International Buggy had competitors, among them from the warehouse Sears Roebuck. They sold even Highwheelers of other marks like Holsman.

This type of  "car" was not current in Sweden, but actually Åtvidabergs wagon factory produced one small series with about 10 buggies. They were fully copies of a Holsman.

International Buggy was the same as Harvester which is more known for agriculture machines. They made perhaps the best choice when they instead developed tractors


Page 2


Swedish version


Info Phänomobil. Ref. 1
Info Phänomobil. Ref. 1 Phänomobil. Ref. 1
Phänomobil. Ref. 1 Phänomobil engine. Ref. 1
Phänomobil engine. Ref. 1 Phänomobile at former Skokloster museum. Ref 1
The same Phänomobile at former Skokloster museum. Ref 1



Phänomen trucks

Phänomen mc
 Phänomobil 3 wheeler. Automuseum museum. Ref. 1
 Phänomobil 3 wheeler. Automuseum museum. Ref. 1
These 3 wheelers were very common during the war and in the beginning of 1950. The first models came from Germany already before WWI. Soon Swedish producers had constructed their own models and they were almost the same as the German.

During the war most of the vehicles were rebuilt and equipped with a 3 ps electric engine. Johannes Källander was Swedish represent from 1913.


This company started 1907 and produced first as all new vehicle factories, bicycles and motorcycles.


This company was renamed 1910 from Fahrradwerke to only Werke. The owner was Gustav Hiller. Their best product was a 3 wheeler. The engine was first an air cooled 880 cc V2 engine. Later 1912 they used a 4 cyl air cold 1536 cc engine.

On these 3 wheelers the engine was a heavy part on the single front wheel. Still the construction was good. This car became popular for all local transports till far into the 50th in the south of Europe.

After 1925 the production terminated and the factory concentrated on their own lorry named Granit. The production was after 1945 nationalized and got the name Robur.

When this happened Gustav Hiller was since long time gone.

Page 3


Swedish version

Motobloc 1909


Motobloc 1909. Automuseum museum. Ref. 1
 Motobloc 1909. Automuseum museum. Ref. 1
Motobloc 1909 France

Constructed and produced by E. Dombret, Bordeaux.

The name Motobloc is taken from the combination of gearbox and engine built together for the first time.

Normally the gearbox and engine were separated and that the power was transferred by a connected axle between. The 1909 model had a four cylinder four stroke engine giving 16 ps with overhead valves and water cooled.

The balance wheel was situated in the middle of the engine and not as normal in the end of the crankshaft.

This construction gave the engine a smoth vibration free running and Motobloc was supposed to be one of the most silent running cars.

Ignition was with Bosch magnetic device. A modern coupling took the power to the gearbox and worked with three gear and rear gear.

Power was with shaft and differential. Handbrake was mounted on the rear wheels. Steering with a wheel and a gearbox.
This car is a gift from Count Johan Lagergren, Tystberga.

Page 4


Swedish version


Info Locomobil. Ref. 1
Info Locomobil. Ref. 1 Locomobil engine. Ref. 1
Locomobil engine. Ref. 1 Locomobil 1912. Ref. 56
Locomobile 1912. Ref. 56 Locomobil 1913. Ref. 56
Locomobile 1913. Ref. 56.



Locomobile story

Locomobile racer
Locomobile. Automuseum museum. Ref. 1
 Locomobile. Automuseum museum. Ref. 1
About Locomobile 1920

Walter Chrysler started to work at Locomobile when 34 years of age and a salary of $275. Now he bought a Stearn-Dureya 6 cylinder car. His salary started to raise.

This was needed because he had large debts when he had bought 2 cars. At 36 years of age he got an offer of $12000 as manager at Locomobile, but instead

Stearn. Ref 49
accepted $6000 as factory chief at Buick. Walter was now on his way into the car business. Buick was at that time the most selling car from General Motors. He made now so important updates in the production that his salary raised to $25000.

General Motors and Durant had trouble for a while and Walter worked at Nash/Locomobile Company but when Billy Durant again had control of GM 1915 Walter went back. GM got now the name General Motors Corporation.

About Walter Chrysler

Locomobile 1920 at former Skokloster car museum. Ref 1
An important part of his life was a car fair in Chicago. Here he saw a white Locomobil Pheaton. He bought this car for $6000.

This was a very expensive car. A friend guaranteed for a loan, when Walter only had a salary of $350 a month. It is supposed that this car started his car interest and from this car he learned how a car was built.

Beginning of Chrysler Cooperation

When Durant started to involve in the Chrysler leadership "war" naturally started between them. This ended that Chrysler quit working for GM 1919. He had during this time earned so much money and a large part was in GM shares. This was more than the director in the 2000 ever could dream of in bonus and shares. These shares were sold/bought by Durant for $10 millions. Chrysler now withdraw from work at the age of 44. He opened an office in Detroit as one of the most richest leader in America. Principle he only for new offers. During this time he projected Chrysler building in NewYork.

This led also that Walter got new work in order to save Maxwell Motors. Of course Walter had a plan to start his own car production and Willys and Maxwell were parts of this.

During this time there were  for sure many "dark" economical  decisions and trials to buy factory buildings and alike. Walter didn't succeed  to take over Willys and instead he constructed a new car with a new engine.

Anything can be done if you just have money.

If you got money everything can be done especially during the depression in the end of 1920th. The new engine had 4 cylinders pressurized lubrication and even a rubber mounted chariot. Also four wheel brakes, oil filter and inlet filter for carburettors. 1929 also a automatic transmission was available. Walter Chrysler had also constructed a new rim which made that the rubber did not lose  This profile is today the standard wheel rim.
The shown car is once a gift to former Skokloster museum from General counsel Bengt Johansson.

Page 5


Swedish version

Pilain 4S

Info Pilain 4S. Ref. 1
Info Pilain 4S. Ref. 1 Pilain 4S. Ref. 1
Pilain 4S. Ref. 1 Pilain 4S. Ref. 1
Pilain 4S. Ref. 1


Rolland Pilain

Rolland Pilain story

Pilain 4S. Ref 1
Pilain 4S. Ref 1
In the beginning of 1900 France was the leading country within motor vehicles. This depended on the understanding of the value with self running vehicles.

Roads were built and cars were not restricted with high tax and permissions. Compare with England.

The competition interest was as big as the will for production of transportation vehicles. Both were depending of each other.

There were two brothers Emile and the elder Francois. This family can take advantage to have supported the French motorsport industry.

As many new companies they started with selling and reparations. Such an activity always ended with the production of an auto of their own. This happened 1904. when they started to sell standard and sport cars.

Francois Pilain worked as a designer in Serpolet before 1890. 1898 had Pilain worked with own production for 4 years, with what was called horseless wagons. Furthermore he was well known for his production of winery production equipments.

They found that the place Vermorel was a good place for serious production. Between 1904 and 1907 they had 3 car models with 4 cylinders engines and had also showed their cars at Paris Motor Fair exhibition 1907. Now Emile had come so far in his designs that he needed help. For this he choose Emile. Francois had taught him to a drawer an engineer.

But as it time went till 1908 before production, Francois instead started his operations in Lyon.

About 1908 Fancoise had moved all operations to Rue Victor Hugo in Lyon. He had also an office in Paris. This establishment indicates that he converted money by selling cars.

Emile moved 1909 and stated his own company but got financial support by (Francois?) Rolland.

1909 Rolland-Pilain for the first time started as a team with 3 1½ litres cars. They could not compete the others and were far back in the prize list.

The development went fast and 1910 Emile offered 9 different  models with different cylinder volume engines, prized up to 25000 francs. If Fransoise, the elder brother, worked together with Emile is not known. He disappears in history and only Rolland-Pilain is noted.

There became a pause in activities was of course during WWI. During this time they produced grenades and parts for Gnome-Rohne air engines. This engine company supported after WWI Rolland-Pilain with money against share control. If Francois? Rolland had quit is not known.

Emile continues to offer different types of engines and cars. The variations with engines were big and cylinders from 4 to 8 and up to 18 liters were offered. Most popular were around 2 liters. Furthermore Emile tried all types of valve systems. Even desmodromical and less valves, so called Knight engines. Brakes were also mounted on front wheels with hydraulic action and mechanical on the rear wheels.

The team was driving in 3 successively  LeMans competitions and they had several cars in each competition. There were big trouble with engines which always broke down.

After 1927 a part of the high interest disappeared. The cars became Americanized and used 3 liters side valve Continental engines. Emile started with luxury sedan cars.

1930 the Rolland-Pilain cars disappeared in oblivion when money ran out.

Page 6


Swedish version

DeDion 1908

Info DeDion Bouton. Ref. 1
Info DeDion Bouton. Ref. 1DeDion. Ref. 1
DeDion. Ref. 1DeDion engine. Ref. 1
DeDion engine. Ref. 1


1884 DeDion pictures

1901 DeDion pictures

1903 DeDion pictures

Data about production
very informative
DeDion 1908. Automuseum museum. Ref. 1
DeDion 1908. Automuseum 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.
Photo of Albert DeDion. Ref. 48 Goggle pictures.
Comté DeDion was the name, 1856-1946, which he had haritaged 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 toys. The main task for Albert was to search for a lady present for use in the entertainment quarters.

George Bouton 1938. Ref. 49
George Bouton 1938. Ref. 49
Here in the shop 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 situation. First Albert wanted to buy the small steam model and also ordered this steam 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 49
Steam driven vehicle of DeDion 1884. Worth on auction $2.5 mililion. Ref 49
Winner of race 1894 Paris Rouen. Only competitor! Ref 49.
Winner of race 1894 Paris Rouen. Only competitor! Ref 49.
Their first car became a type with three wheels 1887. The rear wheel was driving and steering was on front wheels. Sorry to say this first prototype 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 2 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.

The production then changed to petrol engines. 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.

Charles Tepardoux constuction of  DeDion rear end. Ref 48
Charles Tepardoux constuction of DeDion rear end. Ref 48

Instead he constructed the principle for the rear axle called DeDion. This type is well known today. From this time many DeDion cars were equipped with this axle.

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 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 into natural
DeDion engines. Ref.48 Google pictures.
DeDion engines. Ref.48 Google pictures.
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 first vehicle in which they mounted this engine was a tricycle.

Tri cycle. Ref. 48 Google pictures
Tri cycle. Ref. 48 Google pictures
Four wheeler. Ref 48 Google pictures.
Four wheeler. Ref 48 Google pictures.
Tri cycle. Ref. 48 NSU museum Google pictures.
Tri cycle. Ref. 48 NSU museum Google pictures.
It became very popular among younger persons in Paris. They also won a competition with this "motorcycle".

The development of this tricycle was to build 4 an 6 cylinder engines. They also constructed a V8 motor.

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 49
DeDion JM4 Rail Car. Ref 49
After 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 engines.

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.

Page 7


Swedish version


Shule Autoseum museum. Ref. 1
Shule Autoseum museum. Ref. 1Shule Autoseum museum. Ref. 1
Shule Autoseum museum. Ref. 1


Shule. Automuseum museum. Ref. 1
Shule. Automuseum museum. Ref. 1
Shule. Ref. 1
No information about this car.

Page 8


Swedish version


Info Delahaye Roadster. Ref. 1
Info Delahaye Roadster. Ref. 1Delahaye. Ref. 1
Delahaye. Ref. 1Delahaye engine. Ref. 1
Delahaye engine. Ref. 1Delahaye 135 Figonii & Falaschi 4.5 l V12 185 hk at former Rossi Bianci museum. Ref. 1
V12 Delahaye at former Binco Rosso museum. Ref. 1 Lago Talbo med 6 cyl. 240 hk at fomrer Rossi Bianco museum. Ref. 1
V12 Delahaye at former Binco Rosso museum. Ref. 1



Delahaye 135

Delahaye. Ref. 1
Delahaye. Ref. 1
Emile Delahaye

Emile Delahaye was born 1843 in the French city of Tours south of Paris. He was allowed to study to engineer in Angers, the same school where Louis Delage later was a pupil.

After studies he practiced  for some time in Belgium before he returned to Tours and took over the family company where they produced bricks 1879. But his interest was for experimentations with steam engines. 1894 he had his engine vehicle ready and put it on Paris Motor Show.

It was the time when all vehicles must prove it's utility possibilities through car competitions. In these there were not just to drive around some laps, instead they competed Paris - Marseille - Paris. Remember the roads at that time. Emile drove the car himself and had an average speed of 25 km/h.

But Emile was sick 1901 that he could not take care of his company. He agreed with two industrial persons to take over as partners. Exact how this transfer was done is not known. The partners were Leon Desmarais and George Morane. They moved the whole production to Paris 1898.

Emile's health forced him to move to the Riviera 1901, where he died 1905. Before this he hired two important persons 1898. They were supposed to support Emile's partners. It was Charles Weiffenbach and Amadee Varlet.

Charles Weiffenbach

These two men became leaders of production and design. Furthermore they got patents between 1905 and 1914, dealing with a separate engine tops with DOHC and the meaning was to make a 6 cylinders V6 engine.

During the first 29 years everything was not  ready developed. Instead all producers were working with new ideas in order to find the best solution.

Prop shaft driving was not yet naturally, instead chain or drive belt were often used. The cars had engines with effect mostly around 10 hk. Steering wheel was not the first choice and instead it was a bicycle type.

Steering wheel was decided when Emile moved to Riviera 1901 and all shares were sold. 1906 after the death of Emile, Weiffenbach took over the lead. He concentrated production to lorries and fire cars. Engines got removable tops. Effect was about 16 hk. In spite of the resist from Weiffenbach the race competitions was important.

The number of cylinder was not determined, instead there were all sorts of even cylinder numbers up to year 1909. 2, 4 and 6 cylinders with volumes from 4.4, 4.9, and 8 liters. The effect was about 28 hk.

The engines dividing in 2 cylinder parts disappeared and there became one block for all cylinders. Often a coupling was included with the gearbox. The importance was the separate top head. Trials was made with a 30° V6 twin cam but tests failed and project was cancelled. But 1937 a V12 overhead 3 cams engine was made.

Delahaye did not deliver any body of their own. Instead there were body producers in Paris that made them on rolling chassis. This was a common way at this time. Therefore a new profession arose to take care of this. Bodies were built on orders. Figoni & Falaschi, Chapron, Saoutchik, Guillore and others.

These disappeared after WWII when unnecessary  luxury was taxed high in the after war poor country. Instead this profession grew up in Italy. Farina and others.

Up to WWII Delahaye earned much money on lorries, fire cars, standard vehicles and a number of busses. On racing there was much money after 1933 and Delahaye had great success. The company made equal steps with Italy, but was often second after the German cars.

As the last effort the most striking was model 145 constructed. The best engine choice was a V12 overhead 3 cam engine. It was built in an unknown numbers before war. The effect had now reached 238 hk for 4.5 liters. Talbot Lago had on in line six with 240 hk.

The million franc car 165 Figoni Falaschi or 175S Saoutchik was on fair in New York 1940 and in this way it was saved for the world. The V12 engine was changed for a Cadillac V8 by a temporary owner. The car is today saved and restored to it's original, after several owner in USA.

Production in the beginning of 1950 decreased and approached immaterial levels with about 50 a year. One new model of the type 135 came and baptized as 235, but it was of no help and a merging with Hotchkiss 1954 and Delage 1955 came.

All for nothing and the car production was closed and the same for Hotchkiss, which for a time tried to produce military vehicles on license with Willys Jeep. All assignments decreased and Hotchkiss, Delahaye and Delage disappeared as badges 1956.

Page 9


Swedish version


Detroiter. Ref. 1
Detroiter. Ref. 1
Detroiter 1914. Ref. 56
Detroiter 1914. Ref. 56
Henry Ford med sin quadracycle. Ref 56
Henry Ford and his quadra cycle car. Ref. 56
Ford model A. Ref. 56 Henry Ford  model A car. Ref. 56
George Seldens patent bil från 1879. Ref. 56
George Selden patent car 1879. Ref. 56


Briggs Detroiter

Detroiter Company

Detroiter. Ref. 1
Detroiter. Ref. 1
In Detroit many companies were created during the first years of 1900. Most of them produced early types of cars.

Detroit Wheeler Manufacturing 1904.
Detroit Auto Vehicle Co. 1904.
Detroit Cyclecar Co. 1913 - 14.
Detroit Dearborn 1910 - 11.
Detroit Electric Car Co 1907 - 1942.
Anderson Electric Car Co 1907 - 1942.
Detroiter, Briggs Detroiter Car Co 1912 - 1917. In the last two were the cars on picture produced. The connection with Detroit Vehicle Co is unknown.

Detroit Vehicle Company 1899 - 1901.
This was the investment company that was reorganized to Ford Motor Co.

This company was owned by three persons in Detroit Mayor Willian Maybury, William Murphy one of the largest land owner in the area and Senator Thomas W Palmer.

1896 Henry Ford was out testing his Quadracycle. This was done by Ford himself up to 1899. William Murphy got to know this and hired Ford as engineer at Detroit Vehicle Co and his job was to find cars to produce. Henry Ford accepted this offer in spite of that he had work at Thomas Edison Electric.

The background for this offer was of course that Ford should place his car production at Detroit Vehicle Co. A large production program with many models was planed, but nothing came out of it. Ford didn't want to accept this for his car until he was pleased with it's design.

The share holder didn't like this and forced the company into bankruptcy after 2 years. The company's name was still Detroit Vehicle company.

This company became insolvent already 1901. Then it was reorganized to Ford Motor Company 1901. Several investors had at this time joined with money and Ford could continue his developments. William Murphy was one of them and he was behind this.

Ford was not ready with his evaluation of Quadracycle until 1903 when production started with his first car.

1903 was just the year when Olds Curved Dash  was offered on the market with a prize of $1 per pound and that was $650. The investors had seen how Olds both built a new factory and sold a new car which gave profit.

Ford was partner with Henry Leland who created Cadillac. In the beginning Ford engines were mounted in Cadillac model A just as in Olds. When Ford production moved to larger factory locals, his old were overtaken by Cadillac.

Reorganization of Detroit Vehicle Co had been done 1901 and the new factory got the name Henry Ford Co. Ford was chief engineer. The car was a success and constructed for the mass of people. It outclassed all other badges on the market.

Will Murphy took care of economy. Other men in the board was Clarence A. Black as president, Albert E.F. White vice president, Lem. W. Bowen secretary. The capital of the company was $60000.

Ford production locals was situated at 1343 Cass Avenue, Detroit Mass. The car which was sold had the prize of $850 and called Ford model A. Then came several model names and reached N to T. Models then started with A, B before cars 1933 were bound to year model.

Another problem was a man named George Selden who constructed a car on drawing table 1879 and later took patent on it. This became a great income for all lawyers at this time.

Henry Ford solved this by not paying patent fee and it went on till the Patent was voided. But how the fight went on is a complicated story and was not ended until 1911.

A possible explanation is that Ford for a long time had a 2 geared planet gearbox which was foot operated. No other car had this system.

This made that in America a special drivers license was introduced just for Ford cars.

Page 10


Swedish version

Peugeot BeBe

Info Peugeot BeBe. Ref. 1
Info Peugeot BeBe. Ref. 1


Peugeot BeBe

BeBe story

Mathis 3 wheel

Bugatti Type 10
Peugeot "BeBe". Automuseum museum. Ref. 1
Peugeot "BeBe". Automuseum museum. Ref. 1
Ettore Bugatti 1881 – 1947

Ettore was born in Milan Italy. His father Carlo was a acknowledged sculptor artist and didn't die until 1940. Ettore had a younger brother who died 1916. Both brothers had inherit their father's artistic gifts.

Ettore was although already at 14 years of age turned to the mechanical, when he bought a tricycle 1895. At age of 19 he got work at a tricycle factory and as a cause of this he made improvements and success in competitions.

This showed that his constructions were of good quality. He started to sell his own designs as options.
Gullineli (1900) financed a construction for a 4-cyl car. Ettore got medal for this at the Milano Car Fair 1901.

Baron DeDietrich who for a long time had searched for a project to his factory in Niederbronn, signed a contract with Ettore who moved there.

During 3 years Ettore made a base model. 4 cyl and chain drive. It was sold as DeDietrich-Bugatti. But it was not a financial success.

In the 1920th Mathis car s were popular in Sweden. This car had a 4 cyl engine (follower to the Bugatti engine from beginning of 1900?).

Mathis also 1947 sold a 3 wheeler. This car can be seen in Allers Car parade from 1947 as no. 80. 1906 Bugatti and Mathis cooperation ceased and Ettore moved to Köln. 

Here he produced 2 models. Apparently he was not satisfied with his works situation. He built a car of his own 1908, in the basement where he lived during his free time.

It was called type 10 and is now owned by a private collector in USA. With this car in his box Ettore was connected to Peugeot and there the BeBe was produced.

Page 11


Swedish version

Milburn Electric

Info Milburn Electric. Ref. 1
Info Milburn Electric. Ref. 1
Milburn Electric 1920. Ref. 56
Milburn Electric. Ref. 56 International Harvester 1911. Ref. 56
International Harvestor. Ref. 56


Milburn story

Electric cars story

Milburn wagons

Detroit Electric 1

Detroit Electric 2

Detroit Electric 3

Arvika museum

Mormon Rebellion

Utah war

Milburn Electric. Ref. 1
Milburn Electric. Ref. 1
Now we again meet an emigrant who succeeded in the land of possibilities  America.

When George Milburn's father died 1835 he an the whole family emigrated immediately from Alston in England. They settled in Ontairo Canada.

George moved after a short time to Goshen Indiana just near South Bend. Here he met a merchant 1838 in dry wares and he was hired as bookkeeper. He stayed several years so long time as he married the merchant's daughter 1841. He also became partner owner in the company.

After marriage he bought a farm in the area of Bone Kosciusko County. This área was an old Indian reservation. The settlement didn't last for a long time as he moved with his family 1849 to Mishawaka. He kept his living places all the time around South Bend. He worked again as bookkeeper, but he was still partner owner in Judson & Co, a well established ware house.

1853 he bought for his money partnership in Mishawaka Wagon Works. 1858 he became the sole owner in Wagon Works.

Now George Milburn has reached his first goal in his life.

The first American Civil War set in Utah against the Mormons 1857 - 1858 and it generated large orders of wagons for the American army. He got a flying start.

The brothers Staudenbaker (Studebaker) came 1857 to South Bend and they opened a black Smith. 1861 - 1865 generated the main Cicil War large orders again so large that Milburn had to cooperate with Staudenbaker. Furthermore it was not better than that one of Georges daughters Anna married Clement Staudenbaker. Both had lost their partners.

1871 happened two things that made Milburn to move his company to Toledo Illinois.

As no, one he wanted support from the local agencies to connect the railway up to his factory. They didn't agree to this and as no two a big fire destroyed a large part of the industrial area in Mishawaka.

In Toledo he got an offer of an industrial area in Auburndale not far from the river Maritim which flowed into the south one of the Three Lakes.

Now Milburn' company expanded rapidly, but was affected negative by the great storm and Jay Cook & Co Bank bankruptcy 1873 after which a depression followed.

The activities was not started to change until beginning of 1900. Car production began to grow in USA. Milburn got orders for bodies and 1910 were except wagons even 30000 bodies delivered. These were mounted on chassis which were delivered by the car producer.

George health was not good from 1880 and he left  his company and died 1883. He is buried in South Bend. Charles Stouffer took over, but the organization became not the same as under Georges rule and Charles Stauffer withdraw 1896 and the companie's ruling was taken over by professinals.

In 1910 Milburn Company came in contact with Ohio Electric and the beginning of electric cars were to be produced. But still Milburn had large orders for bodies for all car producers around.
The T-Ford was now on the market. 1903.

The electric drive car was now a priority. From 1914 to 1923 Millburn sold 4000 electric driven cars.

The end came 1923 when General Motors bought the Milburn production unit for $2 000 000 and Milburn withdrew to a minor factory building.

The company was reorganized to deliver parts for the car industry. 1936 Detroit Harvestor bought Milburn Electric Automobile as a producer of Buggy cars (see picture) and mainly tractors.

At Arvika museum there is another electric car from this time.

Page 12


Swedish version

Pope Toledo

Info Pope Toledo. Ref. 1
Info Pope Toledo. Ref. 1Pope Toledo engine motor. Ref. 1
Pope Toledo engine. Ref. 1Pope Tribune 1904. Ref 56
Pope Tribune 1904. Ref 56


Albert Pope

Pope Toledo

Pope Hartford

Pope Waverly

Pope Manufacturing Company

Pope Toledo 1904. Automuseum museum. Ref. 1
Pope Toledo 1904. Automuseum museum. Ref. 1
Pope Tribune 1904

Colonel Albert Pope had during the last battles in the civil US war moved his regiment to Petersburg. In this area there was a well established industry which when war was over just waited for new orders to work with.

Albert decided then to start working with pistols and started production. He was also so far seeing the how popular  the bike was.  In the beginning 1878 it was with so called high wheelers. There were several producers who exhibit them at fairs. Albert Pope bought several licenses and he also made a journey to England in order to study the production process.

When he came back he started an intensive production and sold 1/4 million bikes. He cooperated with Weed sewing machine factory in Hartford. They had competent workers to make small parts which were changeable. Pope also introduced ball bearings for all rotating parts. In this way he had after some  time control of this product. With the exclusive right he started to support cycle clubs and by lobbying for better roads in city centers and environs around the cities. Great amount of bikes of his Columbia bike were sold.

Albert Pope earned lots of money and he had to invest in new products. It became cars. He also understood that the steel that was used must be improved and started for this a metallurgical lab 1892. For this he got help by Hiram Percy Maxim who became his closest man. Hiram was a great inventor and worked also with radio connections and solving the problems with air planes.

Pope's first car was no good one as it was not equipped with a carburetor. The car demanded a bad road in order for the petrol to mix up with air in to fire up. As soon as the road was even the engine stopped.

Because of these problems Pope was very interested in electrical cars but it was not his aim. The production was kept at bike factory Columbia.
Car production did start around 1904. Just as all other car producers he made several models in different price levels. Pope had 5 different. The cheapest was Pope Tribune 1904 equipped with a 2 cylinder motor. After this came Pope Toledo, Pope Hartford  and the odd electrical model Pope Waverly. The last was also produced in a small series in England.
His cars were considered as very trustworthy and carefully built. The cars was soft running and followed the unevenness of the roads surface because of the type of springs. The construction of  the frame of the car was also very soft. Pope was also ahead of Ford to build cars with interchangeable parts.
 Pope 1914. Copy from Wikipedia.
Pope 1914. Copy from Wikipedia.
His costs were though too large for 5 different car models and the company was bankruptcy already 1907. He had some production up to 1914, but at this time Albert Pope was already dead since 1909. The last vehicle was a motorcycle with a V2 engine.

Page 13


Swedish version



Other Cars MC museums in this website

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

Barnfind Halsingland
Barnfind Katrineholm
Brosarp Museistation
Bjorkenas mopedmuseum
Brooklands England
Bugatti 2000
Bugatti 2018
Beaulieu England
Bynanders Car MC
Car sport museum Karlskrona
Chaparral carmuseum
Duxford England
Dalén 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
My Vehicles
Malmkoping mil. vehicle museum
Malmo Technical museum
Mercedes Benz 2000
Mercedes Benz 2018
MC-Collection Sweden
MC museum Hedemora
Motala museum
Munktell museum
Museum joerney 2018
My ArtGlas collection
NSU 2018
Otto Walz 2018
Outbordmuseum Varb.
Swedish pansarmuseum
Peugeot 2018
Porsche 2000
Porsche 2018
Rydaholms Car Museum
Robot Museum Sweden
Regnsjo, SAF cars
Panzeranzer museum
ScaniaVabis museum
Sinsheim museum 2000
Sinsheim museum 2018
Skokloster car museum
SSK Boxcar
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm museum
Sagen Technical museum
Surahammar MC
Swedish Air force museum
Swedish submarines
Torsong MC museum
Torsby Car MC museum
Technical museum Helsinb
Technical museum Stockholm
Ullared carmuseum
Volvo Industrial museum

Other sites
Military service
Travels (in Swedish)
My Heritage (in Swedish)

Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina

Pictures from the following owners have been used in with the appropriate permission:
Reference 1: © Björn Bellander 
Reference 48:©Access from website

Reference 49: ©Picture from Wikipedia

Reference 55: Picture link from DKW-The Wonder Car
Reference 56: Early American cars
Best in Internet Explorer 6.0 or later.
Best in resolution min 1024x768. No. of colors 256.
Videos are tested in Windows Media Player and Nero Player.

© Copyright Björn Bellander 2006-