Entertainment for kids. Ref 1 Chaparral Car museum
Text, pictures Björn Bellander current 1998, 2010, 16
Chaparral official website  17 pages
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since 060105
Updated
2017-04-20

©Björn Bellander
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See also the following of my websites
Chaparral Car gallery, Chaparral MC, Chaparral MC gallery, Chaparral meeting 98 gallery, Other objects
DodgeRolls Royce,  Nash,  Nash Six,  BentleyA-Ford,   Mercedes-BenzHupmobile,  A-Ford CoupéStudebakerOrient BuckboardPlymouthFuldaHeinkelBuickRovinOther carsLinks
created 131026
Page 1

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Dodge Open Tourer 1925


Dodge front. Ref 1
 
Dodge driver seat. Ref. 1


Links

Dodge

Dodge Ford

Dodge Chrysler

Adalen museum

 

 

  Dodge Open Tourer 1925. Ref 1
 
Two hot-headed brothers Dodge, Horace and John started a firm 1900 in order to deliver engines for Oldsmobile and the Ford production.

For this Dodge was made partner in Ford. Because of the large delivering, rules said that they had to be joint owner.

1914 they decided to start their own production of cars. The first model presented was a 4 cylinder model 30. It was a light scaled Ford T.

It had a fully steel chariot unlike other cars built with wooden chariot. Furthermore it has something so unusual as a 12 volt electrical system.

The car got the reputation to be qualitatively very good. The selling of Dodge cars was already from 1916  in second place.

Some stock market rule arrangements made that Ford had to get rid of Dodge brothers ownership in Ford and for this Dodge got $25 millions, which they could invest in Dodge company.

Dodge had a good reputation and such a cars were needed in the American army. General Pershing, who had got the task to fight against the Mexican revolution led by Mexican Pacho Villa.

Pershing recommended to buy Dodge cars for this mission. Lieutenant Patton led a group of soldiers who moved with their Dodge cars during an assault. Note that later during WWII Dodge transport and lorries were most common.

The leading Mexicans were taken prisoners. They were bound and put on engine front cover. In this position they were transported to the American headquarter.

The names Pershing and Patton were two warriors who was known for the American Expeditionary Corps during WWI in Europe and Patton made his name during WWII.

 

The Dodge brother past away during 1920. John died in a serious flu and Horace who was the most hot-headed die from cirrhosis of the liver. Whether he was an alcoholic is not for sure.

The activity of Dodge factory changed of course in a negative way when the leaders were gone. Selling was reduced although the company could continue production. During a time the widows was owners. Dodge had a cooperation with Graham.

Large stock business arise with Dodge and Dillon shares. This had naturally the effect that selling cars was reduced.

It was now easy to buy the company and Walter Chrysler who at this time was building and consolidating his company put an offer on Dodge and incorporated Dodge in his Chrysler Corporation 1928.

Dodge was a strong and solid generally well managed company continued to develop cars within Chrysler Cooperation.

Now Dodge became a volume car which in price was placed between Plymouth and DeSoto. Later 1933 Dodge and DeSoto changed place.

Dodge had now as standard a 6 cylinder side valve engine and offered also a straight side vale 8. During the Chrysler time more and more bigger cars were built equipped with many extras. Dodge became a luxury variant among the cars.

When America became involved in WWII because of the Japanese attack on Hawaii  1941, all civil production were stopped in America and instead military equipment were treated with special favour.

Dodge became most well known for the larger military truck. This was also built as an ambulance and had the id WC54. This production lasted between 1942 and 1945.

1946 the new type of past WWII showed from Chrysler and the badges Plymouth, DeSoto, Dodge and Chrysler. These cars differed strikingly from the last models 1942. All had 6 cylinder side valve engines and Chrysler had also an 8 cylinder.


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Rolls Royce


Rolls Royce Phantom II. Besiktigad och körklar. Ref 1

Rollsmärket saknas. Stulet eller räddat. Ref1
RR mascot stolen or saved 2010
Kylarlok larmad. Ref. 1
2016 cooler close up gone

Links

Rydaholm Museum

 Sparreholm museum

Rolls Royce Phantom II

Wiki Rolls Royce

   Roll Royce Phantom II.May be a bit worn, but ready to drive. Ref 1
Rolls Royce Phantom II 1929

This car is very special as the first owner in England was no more than Malcom Campell. One of the few record breaker who died a natural death 1963. He owned the world record in speed for cars with his Blue Bird which can be seen at Bealieu museum, situated on the south coast in England. Rolls Royce cars are to be found on almost every museum which I have visited.

Two persons owning knowledge and a goal in their life were not met by a coincidence. They were persons that had to be presented to each other.


Ser Henry Royce, Photo from Wikipedia.Henry Edmunds had invited them to Midlands Hotel in Manchester on the 4 of May 1904. One named Henry Royce, a splendid engineer and Charles Rolls, a reseller of cars. Sir Henry Royce had built a car already 1902, the Royce 10. He considered that it was a splendid product, but it Charles Royce. Photo from Wikipedia.was able to be done better specially consider it's engine. The car was equipped with a two cylinder engine. Charles Rolls had been a reseller of cars in the first hand French marks. Other countries seldom exported their. He was also busy with car competitions and acted also as a pilot. He was not satisfied with cars quality at this time. Royce had proved the quality of his car by controlling tests. At this meeting they agreed that Rolls should sell all cars Royce could produce.
This agreement was not put on paper until December that year.
Sir Henry Royce was besides a car builder even an inventor. One of his patents was the light bulb for cars. This was given the bottom shape with a bayonet mounting. Most car lamps are still produced in this way.

Charles Rolls was an educated mechanic in Cambridge. He studied here for engineer. He was one of the first to buy a car and also trained to get a pilot license.
 
At my visit at the museum with a funny name "Technical museum at grandfathers time" situated in Helsingborg, I saw a bicycle with the name Rolls.Cycle wwith the badge Rolls at Technical museum Helsingborg. Ref 1










During the mid war period Rolls Royce developed air plane engines and also succeeded to make the best at that time.

This engine was called the R-engine and gave 810 ps. The problem was that England had no suitable air plane to use the engine. In Germany it was just the reverse. Heinkel had built a plane which was called the Heinkel Blitz. Rolls Royce wanted to buy such a plane. The meaning was to use it with the R-engine and bring the Schneider trofé back to England. Ernst Heinkel suggested that they should do an exchange, which Rolls Royce agreed in. Sorry, but RLM (Reichluftministerium) didn't supported that but agreed to a one time license. Heinkel doesn't tell how this ended in his book Stormy Life.

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Nash Lafayette

1936

Nash Lafayette info. Ref. 1

Thomas B. Jeffery med sin första bil från 1897. Ref 39

Charlse Nash and Thomas Jeffery. Ref 39


Links

Rambler cykel

Thomas B. Jeffery

Nash

Nash Advanced

Ajax Car

Nash Lafayette

Nash info

John Boyd Dunlop

Nash Advanced Six 1935. Ref 1
 
Nash didn't start with the badge Nash, instead the first car cot the name Rambler.

Thomas Jeffery, b 1845, emigrated from England 1862 at 17 years old to America. He settled down in Chicago and started as a patent engineer and produced also telescope.

He started his constructive line by presenting an example of the security cycle. This had the same size of wheels contrary to the so called High Wheelers which were common.

This cycle was build by brazed welding pipes. The name was Rambler. Read about English cycle production

Air rubber wheel was already partly invented in England by a Scotch and made better by the Englishman John Boyd Dunlop. This invention was the ground for Dunlop Company. There was still one problem that the rubber part was not enough fasten on the rim. Still it was just glued.

This was a problem that irritated Jeffery and he delivered a solution. The tire was so constructed to consist by an inner and outer part. The outer border had a casted wire in both sides. The rim was reworked so that the outer tire was hold to an edge by the pressure from inner tube. Now the tire could not role off.

This was a construction which got the name "the clincher tire". 1882 it got patent. A similar idea was given by Walter Chysler, when he reconstructed the car rims. It is still today called the J-profile..

Now a quick development started and engines with two and four cylinders came 1906. As general manager Edwar Jordan was hired. This man created later the car badge Jordan 1917.

Jeffery had merged with the cycle producer Philip Gormully and they had a shared company. It was the next largest supplier of cycles in America after Albert Pope. As the third supplier came The Dureya brothers.

1900 Jeffery's partner Philip Gormully died. Their company was then sold to Albert Pope, but the name Rambler was kept.  Now Jeffery had money to start development of the car he had worked on since 1890.

A factory building was bought in Kenosha. Here Thomas developed his first car for the market 1902. It had as all other cars at that time a one cylinder engine mounted in the front and steered by a steering wheel.

This construction was quickly changed when R.E.Olds presented his "Curved Dash". Thomas son reworked the car with an engine placed in the middle under the seat and steering with a handle bar.

This Rambler car started to be produced 1903 and Jeffery became the next largest producer after Olds.

The working intensity for Thomas Jefferey became to high and he got a hart attack and passed away 1910. During a short time from 1914 to 1917, the Rambler car carried the name Jeffery.

His son Charles became now president and the man who run the company up to 1917 when he sold it to Charles W. Nash. This man hade earlier been working for General Motors and had a doubtful cooperation with Durant.

Now a new era started for Jeffery's company. It got the new name Nash. Several clever engineer came from GM. One such person was Nils Erik Wahlberg.

This man was born in Finland 1885 and educated at Helsingfors Polytechnical university. The sources say that he first emigrated to Switzerland in order to study this time at the well known technical high school. Here he read engine knowledge. The cause to go there was that Russia made Finland to a vassal country under the Russian Empire.

He emigrated to America 1909 and worked among others for Packard and Thomas Motor Co, before he entered General Motors. From this place he followed Charles Nash to the Nash factory. Nils worked with Nash till 1952, when he retired. He lived till the age of 91 and didn't die until 1976.

The demand for Nash cars were very big and Charles W Nash opened a new company LaFayette in Indianapolis. Here he produced  the car on picture 1936 among others. The LaFayette was no success.
(cont. page 4)


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Nash Standard Six
1932

1932 Nash Ambassdor Club Sedan. Ref 39

Nash badge. Ref. 1

Nash rattsteering wheel. Ref. 1


Links

Nash

Nash 1932

Nash Metropolitan

Nash-Healey

Nash-Healey bilder
 






 


 

Nash Standard Six. Ref 1
 
The Rambler car which Nash took over was immediately sold under the name Nash with several different chariot variants.

Nils Erik Wahlberg who had worked at his GM time Louis Chevrolets very well and his development of a new 6 cylinder engine with overhead valves. Therefore he could quickly work out a new 6 cylinder for Nash. This had pressurized lubrication and even crankcase ventilation.

In Indianapolis Nash also produced a model named Ajax. Here also the Nash Light six was built up 1920 by Ajax and sold as a rework kit.

1928 a new model Nash 400 came, which had an engine with six or 8 cylinders. The 8 had furthermore double ignition system and gave 100 hp. The engines were mounted on rubber blocks in 4 points.

1929 the depression struck and production reduced notable. Anyway Nash had a acceptable price and good reputation on the market and his company had no problem to continue.

To get new buyers the Nash cars were built with extra accessories. The car could be easily be changed to get two sleeping places. 1936.

The cars got also blower heating. The engine warm water was used and this gave an over pressure in the passenger compartment. This gave also cleaner air to breath.

Nash merged with George Mason and his company Kelvinator which produced refrigerators. Now Nash could offer air condition 1938. Heat and cooler packets were mounted under the front seats. It had no god function and the adverts for the system were on a low level.

1942 Wahlberg constructed a new type of frame which more or less was alike a self supporting car. See link.

Further more he worked with chariot streamlining. All this gave a lighter car and less air resistance and of course less petrol consumption.

In the beginning of 50th Nash was in contact with the English sportcar producer Donald Healey when he travelled by boat over to Europe.

Donald Healey had been in USA to buy Cadillac engines for his sport cars, but GM had refused to sell.

Now a cooperation was established with Nash to use their 6 cylinder engine, front and rear axles.

This 6 cylinder engine became for sure later the main construction for the Austin Healey 6 cylinder model in the middle of 1960.

The Nash Healey became after 2 years work a nice car with the help of Pinin Farina. But out of the price it could not compete with Corvette and Thunderbird.

The problem was a very long winded production logistic. The engine, front and rear axles were sent to England and then to Italy, where the chariot was mounted. The car was then transported to USA. It became naturally expensive.

Nash also constructed the small Metropolitan car 1954. It was built with component from Austin. The pressure in USA to offer a small cheap car was great. The talking was about Compact cars. This car could only take two persons and was also made simpler in the way that right and left doors were alike except the places of the hinges.

The engine was the small A-engine from Austin/Morris, 57 ps. This production was not so large and was made in England. The economy for this was not a burden for Nash in USA. This production ceased 1962.

We have now come to the postwar period. Nash and the other alone standing companies as Packard, Hudson and Studebaker had great difficulties.

Trials to merging these didn't succeed. Only in couples and the marks disappeared during the beginning of 1960.

Hudson and Packard became American Motors, AMC, as the merged companies were named. They could not live up to the new economical pressure and Nash was bought by GM. Nash was laid down. This together with the others so called free producers.

Now it was only GM, Ford and Chrysler left of the big producers.


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Bentley R-Type

 

Links

Bentley

Bentley R-Type




 


 

Bentley R-Type. Ref 1
 
Bentley R-Type

Walter Owen Bentley established Bentley Motors Ltd. 1920. The mark paid a large attention after several win in the famous 24 hour race at Le Mans in France.
 
The competition was to drive most laps during 24 hours. 1931 Bentley was bought by Rolls Royce because of financial problems. This was due to their production of 100 copies of Speed Six. When BMW 1998 bought Rolls Royce was not the name Bentley included. It was instead bought by Volkswagen. This main car was renovated by Richard C Moss 1989 -1990.

The Bentley at Kopings museum is Torsten Krüger's (don't mix with Ivar Krüger) Bentley 1930. This car came to Technical museum in Stockholm after his dead. It was on display and gathered dust and the museum was apparently not so interested in this big car with an 6 cyl engine and 8 litres volume. The car was capable of 160 km/h. This was a speed that Rolls Royce had difficulties to reach. As this model was presented just when the depression struck only 100 copies were sold before Bentley ceased their production 1931. Most of these cars had the chariot of the small picture. Long engine hood, a low windshield. This was the criteria for a luxurious car with a strong layout.

The car is now on display at car museum in Köping. They are not willing to put money in this car. New a buyer had to pay almost 2000£ and on auctions 2009 the bid is up to $900000. Torsten Krüger also owned a Duesenberg which later was bought by Martin Strömberg in Hedemora. Read about that.

Bentley at VW Autostadt. Ref 1










Bentley 3,7 liter 1937 at Autostadt museum
According to their victories at LeMans Bentley had a high respected name. 1931 RollsRoyce bought Bentley for 125575 £. VW bought Bugatti and Bentley 1965. This Bentley with custom body was ordered by Sir Roy Fedder. He was a designer at Bristol Motors. The chasie was produced in 1177 ex.

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Ford A
1929

Links

Ford A


 


 

Ford A Open Tourer 1930. Ref 1
A-Ford 1929

When the new A-Ford replaced the old T it was a success at once.

It had good selling with its 4 cylinders engine till when Ford started with the V8 1932.  More than 5 million A-Ford were produced. The model was produced in several other countries  and became also the base car in Russia for their car production.

The great novelty was that the system with full and half speed pedal were replaced with a 3 gear box.

Already 1929 this car was the most selling car i Sweden. The engine was a 3.3 liters 4 cylinder giving 40 ps. It was possible to reach 100 km/h..


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Mercedes Benz
260 1937





Links

Mercedes Benz


 



 

Mercedes Benz 260 1937. Ref 1
  
Mercedes-Benz 260 1937

Read about my website according to the link.

 

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Hupmobile Runabout 1910



Info Hupmobile. Ref 1

 

Links

Hupmobile

Hupmobile pictures

Wiki Hupmobile

1911 Hupmobile

Hupmobile at Svedino

Hupmobile at Rydaholm museum


 

Hupmobile Runabout 1910. Ref 1
 
Hupmobile 1909 - 1912

Owning only 20% of the shares Robert Craig Hupp couldn't do anything than selling his shares 1911-12. Anyway he got much money and with it he started a new company in order to sell cars.
Two years earlier capable engineer Hupp who started his career to learn car production from the very bottom. For this he took employee at R.E. Olds 1902-03. Later he got work at Ford 1906-07.
Now he felt ready to start his own construction instead of doing what other people tell him.
With his brother Louis, a few engineers and investors he started Hupp Motor company 1909. For his saved money he bought a factory building in Detroit. Here he and fellows created Hupmobile 20. They were lucky with the construction and after Detroit Automobile Show the sales started of the car in my picture. The company started just in the right time and sold 1600 cars the first year 1909. The car had a 4 cylinders engine giving 17 ps, a 2 gear change and 11 gallon petrol tank under front seat. It was also the first car build only of steel plate and sold for $750. 1910 it was great demand for car, 5000 were sold.
Of course it became crowded conditions in production area and big investment must be done for works. Hupp had the opinion that everything should be produced within his company and in this way Hupp Motor Corporation was realized. He had 4 companies to produce parts for this car. The common way at this time was to use other private companies for suitable part. The main factory just worked with assembling the car.

This was what the board didn't like and the fact that Hupp devoted to much time for them. Now Hupp left his company.

Now with his brother and some close members a new company established and it got after some trouble with his former company the name RCH Hupp Motor.

Hupp Motor had a Swedish engineer, Ivan Öhrnberg, as employee. He had moved to USA already 1909. He was engineer at the Hupp factory. 1926 he was on a short visit in Sweden at got the job to test drive the new Swedish cars from Volvo. He went back to USA but returned to Volvo 1933 hand took over the lead of Volvo car production.

At this time no one knew for sure if petrol engines should be the main type for the market. Robert Craig made also an electric car named Hupp-Yeast.
His new company did not generate money enough,, instead it disappeared among all other car producers in the Detroit jungle of car companies. On the other hand his old firm Hupp Motor Co continued to do progress and grew immense. They put in larger motors and more expensive chariots. The peak production came 1926 by selling over 56000 cars.
Nothing is good forever and the depression stood outside the door. Production decreased tremendously and up to 1936 selling was lower than 1600. During this time the board made big efforts to get better selling. The designer Raymond Loewy helped but all was in vain. The car workers association had started and strikes were common in other companies. Hupp Motor Co didn't allow this association and the board took instead the strike. The factory was closed 1936 and was not started again until 1938. Several new models were now for sale. For example the re- designed Cord which was called Skylark in the merged company of Graham Paige. The war was near and selling was still low. After bankruptcy and reorganization the factory started to make ammunition for WWII. After the war Hupp Motor became a sub deliverer of parts. At this time the founder was dead since 1931, while his brother survived him up to 1961.
The Hupmobile Co survived till 1990 by producing different kind of products, until a holding company became owner during one year of time, just enough to move all money out. With this Hupmobile disappeared.

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Ford A

Links

Torsongs museum




 

 

AFord 5 W coupé. Ref 1
 
T-Ford Coupé 1927

This car was the second big success for Ford factory after the preceding A (1903) up to T (1908).

The first car came 20th of October 1908 and replaced the old letter combinations which started with A (1903).

Ford became not ready with his evaluation until 1903 and the Quadracycle. This year the production started with the first car.

Modell T was delivered in lots of different bodies like, Standard- DeLuxe, Business Coupé, Convertible, Town Car 2 windows Standard och De-Luxe.

T-Ford was produced for 18 years. The following model was A. Now A-Ford became The car of the Year 1927, at least in Sweden and was able to be ordered in 4 different standard colors except black. The info about black may be a rumour.

An earlier car had got the letter A already 1903-1904. The A-model was produced up to 1931. 1932 the modell B came with V8.

Read the link from Torsong museum.
If you know Swedish language read even the link Storviks Odds and ends about Flanders and T-Ford, at least the first 7 pages.

The T-engine had 2,7 liters volume and gave 20 hp while the A-engine had 3.3 liters and 40 hp. Production ceased 1928.

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Studebaker President 1938

Studebaker info. Ref. 1

Sudebaker front seat.  Ref. 1

 

Links

Studebaker museum

Studebaker

Virgil Exener

Raymond Loewy

Avanti car no Studebaker

Avanti Studebaker

Bendix Woods

Studebaker-Worthington

McGraw Edison
 


 

Studebaker President 1938. Ref 1
 
There is no doubt that America have had advantage from all people that has immigrated.

Several immigrators were coming entrepreneurs, had good idéas and even had the strength to realize them.

From Solingen in Germany came a family Staudenbecker. They landed i Philadelphia 1736. They settled down and worked for living as black smith and woodworker. Later there name is Americanized to Studebaker. There were Peter and Clement, wife Anna and son Peter.

From this family grew as time to 5 brothers in the middle of 1800.

You would now remember that large changes happened in USA according to the civil war. At this time transport equipment were needed. All communications for ex. was done with stagecoaches.

The brothers took advantage of this, produceing horse drawn vehicles and sold a great many. The family became wagon makers.

Large order came from military and also from private side. They became one of the largest producers and also got orders from the President.

This high business activity change naturally, but in a slow way, when 1800 became 1900. There most difficult competitor was the engine driven vehicles. For ex. by Holsman and Dureya brothers.

The Studebaker Brothers who had cooperations with elctrical companies, produced in the beginning cars with electrical drive. This gave no good result and instead they got in cooperation with E-M-F (Everit-Metzger-Flanders).

Studebaker got chassis on which they built the chariot. These were sold over their old sales organisation. They started also to produce engines. Although they had difficulties to make this a goo business.

1910 Studebaker took over through their president Fred Fish all shares in E-M-F  from the owner J.P. Morgan. This transaction was mediated by those during 2000 not unfamiliar bankers Goldman Sachs and Lehman Brothers. 1911 the Studebaker was established at a vehicle badge. Yet they still produced electrical vehicles.

Now WWI broke aout. Studebaker started early before the war  to produce vehicles for several countries. For ex. England. 1913 their brilliant motor technical engineers were employed. Fred Zede, Owen Skelton and Carl Breer. They were newly examined from university. They were called "the three musketeers" and would for many years make much for the American motor technical industry in USA.

After WWI the wagoon production almost disappeared and the new were busses, lorries and the strong growing private motorism.

1926 Studebaker built a test area outside south Bend Ohio, Bendix Hill. Here in South Bend a factory center was also built. One of the Detriot factories was moved here. Studebaker became the very first car producer who used a test works.

Up to WWII Studebaker had 7 factories in USA and one in Canada.

Studebaker was well known for their lorries during WWII. They also offered many special vehicles like the Snow Car. The Swedish defence bought some of these types. This Snow Car was first built to be used in Norway war.

After the war a designer, Raymond Loewy was hired. His mission was to design the cars to come after the war. Studebaker was the only manufacturer which had complete new models. The others like Chrysler, Ford and GM offered only updated cars from 1942.

From 1951 the production sank notably in spite of  big efforts to offer interesting models. All remember models like Champion after the war, 1953 Commander Starliner, Golden Hawk, Lark and the last concentration on Avanti. This car was designed by Virgil Exener.

All these model was going to be famous, but were only good seller during a short time. Their competitors changed quickly to meet the new Studebaker. Compare with Lark and Falcon.

The death struggle for Studebaker was prolonged through cooperation with Curtis Wright by building aircraft engines. These were needed for the growing passenger air market 1956. Even the merging with Packard where equivalent activities not were taken advantage of.

Nothing helped Studebaker in the long run and the factory in South Bent was closed 1963 and production was moved to Canada for two years. Here the last 1200 Avanti cars were produced equipped with Packard engines, before also this factory was closed 1966. Some cars were later mounted from left over parts. The Avanti tools were then sold to private manufacturer and cars got Chevrolet V8 engines.

All sub companies of Studebakers were sold to Wagner Electric. Studebaker was then merged with Worthington & Co. There was money left and this was used for reductions possibilities for tax expenses. Thats the way to slaughter a company.

The sub companies made floor machines, STP oil and more. This became Studebaker  Worthington Co. This company was kept as long as capital income was positiv. The left over units were then sold to McGraw-Edison Electric.

The name Stududebaker disappeared now from market 1979. Yet after 126 years an old company had been plundered of it's whole capital.

The Studebaker brothers from Solingen in Germany, who started wagon production in USA 1852, one of them a black smith the other chariot builder were now gone.


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Buckboard Waltham Orient 1906

Info. Ref 1

Info. Ref 1



Links

Orient Buckboard

Buckboard Orient

American Orient

Metz Waltham
 
Nils Erik Wahlberg


 

Buckboard Waltham Orient. Ref 1
 
Orient Buckboard 1906 USA

The common cycle selling business Co. in Landskrona was reseller for several imported vehicles among them Orient. These cars were delivered ready mounted in several countries. Only minor mounting was left at delivery in Sweden.

One Orient was shown at Stockholm World Fair 1907 with the name All-Velo. Except the car on photo there is another car preserved in Sweden. Also shown here.

The engine is a i cyl. air cold with 4 hp equipped with friction gear coupled to the rear axle. Weight 425 kg.
This car has during the last years been used in rallies and corteges. Melcher Ekströmer Köpingsvik has renovated the car.

You can see another car of this kind at Chaparral car museum.

In the city of Waltham production of cars grew during 1890. Charles Metz had 1891 started the Waltham Manufacturing Company. This factory shared locals with one of the clock industries in Waltham.

This early company produced mostly bicycles and used the name Orient for them. They also tried to put electrical cars together. George Tinker and James Piper constructed a steam engine with the name Waltham steel.

Waltham which is situated about 2 km from Boston is famous for it´s clock industry. Charles Metz stopped working in this company 1902. The Orient cars were very simple ones and had a prize normally under $500.

The idea was that the buyer should put most of the parts for the car together. The engine was air cold and from the beginning it had a DeDion motor and it was missing gearbox and clutch. Instead it was equipped with a variable coupling. It was made by leather and rubber which were pressed together against a rotating steel plate.

The rotating plate could be moved to get different rpm. This force was moved by a chain to the rear wheels. In the beginning the car didn't even had springs and the frame was made of wood.

The Orient Buckboard was produced up to 1907 when the company of Metz took over the control of Orient Company in order to produce much more modern cars. Although the old business idea.

1909 the firm was restarted after reconstruction. Charles Metz was in leadership again and continued production of a normal car for the time named Metz, it had the same main principle.

His idea went on quite good with the system of cars partly mounted by the buyer. He could even put money in racing. He race with 3 cars and his system with friction clutch had a good function. Metz was sure that this was the system of the day.

He continued with this although the selling dropped. The production was terminated 1918 after that America had used the Metz company for war material and not paid. Some production was done up to 1922.

The Metz company delivered also cars with normal locking and 4 cyl. engines.


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Plymouth

Chaparral car museum. Ref. 1

Links

Plymouth

 





 


 

Plymouth. Ref 1
 
When Walter P Chrysler had come so far that he owned the power for his company Chrysler Co. Now he created several new car badges and bought other which was near to be bankruptcy.

Now buyers could find DeSoto and Plymouth in the sellers windows 1927, while Chrysler put it's hands on Dodge and saved it from disaster. The coming luxury car from Chrysler got the name Imperial.

Now it was important to have lots of money. In such a situation everything could be done. Special during depression in the end of 1920.

A new engine had been constructed. It had 4 cylinders and pressurized lubrication. The engine was mounted on rubber just as the chariot. Braking was on 4 wheels. It had oil filter and air cleaner.

1929 Chrysler offered automatic gearbox. Wheels had also a new type of rim. It had the quality for the tires not to come loose, when puncture happened. This rim profile is today standard over the whole world.

Maxwell 1925 senare Chrysler. Bild från till salusida.The first car Chrysler made had still the name Maxwell, but when this company became part of the Corporation, when production started

1925 the mark Maxwell was gone and one could only read Chrysler in front.

The first model of Plymouth was presented with the new engine. It was produced at Maxwell. It had 4 cylinders 1928 and was sold in 100000 copies and became a hard concurrent for Ford.

1933 Plymouth presented the workhorse of all engines. It was the 6 cylinder side valve engine, 3,3 liters cylinder volume. Almost all volume cars in America had this engine type up to 1955, when V8 engine with 157 ps was presented.

Plymouth now sold so many car that the badge had the third place on selling list, but GM with Buick sold a few more.

Now up to WWII the models of Chrysler started to be old fashioned and the same happened for Plymouth. But all new Chrysler models like Dodge, Plymouth and DeSoto that came out on the market 1946, 47 became very popular.

After 2001 time for Plymouth as a badge was over. Chrysler had tried with different kind of  taking out, but no interest. The last models were named Prowler and Neon.


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Fulda

Fulda at Arvika museum. Ref. 1

Links

Fram-King Fulda
Fulda S7

Fram-King

Fulda. Ref. 1
 
Fram King Fulda S7 1959

In the shadow of WWII the need for cheap cars was great. The German Norbert Stevenson constructed in the end of 1940 a small simple three wheeled car. It was named Fulda after the village were it was built.

The first prototype was ready 1950. Economical help had come from a Bosch merchant Karl Schmidt. Next prototype used corrugated sheet-iron,1953, and later a more rounded version covered with aluminum. The plastic variant was not on the market until 1957.

In Sweden one was allowed to drive these three-wheeled cars with motorcycle driving license. This was the cause why quite many was sold.

The first cars came to Sweden 1954-1955. They were license built by Nordwest-Deutscher Fahrzeugbau, NWF. The cars were imported by Sica-Import. NWF went bankruptcy 1955.

The Swedish motorcycle producer Fram-King started 1957 to build Fuldamobil on license. Fram-King had engaged one of the engineers from Fulda, Adolf Sandler. He had just developed a chariot by glass fiber for Fulda and suggested the Swedish firm to use that.

The frame was manufactured by Fram in Uppsala. The chariot in glass fiber was made by a firm Venplast, on the island Ven in Öresund. Unfortunately their production locals was set on fire and it was taken over by Fibre in Roskilde.

The Swedish car became a better product than the German. The production of Fram-Fulda continued between 1957-1962. Totally 411 cars were built.

Engine: One cylinder two stroke Sachs.
Volume: 198 cm³. Power: 10 ps at 5250 rpm.
Weight: 310 kg. Glass fiber chariot.
Top speed: 80 km/h. Petrol consumption: 0,25 l/min.

The following pages are cars (objects) placed inside a more or less a storing building, I suppose this is a preliminary place. I took these photos at my visit 2015. If you only are going to visit the museum tell the them at entrance and you don't need to pay. Fee will be taken at the museum. There are no information in front of the object on show. Nice to remember it was a large hacker attack in Sweden when this was added in my website and I could not save my site. 2016 03 20.


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Heinkel

Heinkel at MC museum Surahammer. Ref. 1

Links

Heinkel historia

Heinkel Tourist

Heinkel Kabine

Privata Heinkels

Heinkel Club



 





 


 

Heinkel. Ref. 1
 
Heinkel 1951-1965

Ernst Heinkel, 1888-1958, formed his company 1922 in Rostock for producing airplanes. He had earlier worked for Albatross. Well known fighter plane during WWI.

He developed several successful types of airplanes. About this you can read as much as you like on internet.

After WWII when war material were forbidden to manufacture in Germany by German owned companies, he started to make two stroke engines and delivered among others to SAAB the three cylinder variant.

This despite that his works had been moved and blown up by the Russians. Heinkel manufactured also mini cars and scooters 1950.

The production from Heinkel of small cars and scooters characterized that they had mostly 4-stroke engines. For ex. Heinkel Tourist 1953, and Heinkel Kabine.

The idea was that the unit must be as light as possibly and for this reason didn't need any big engine. Max 200 cc. The scooter was sold in large numbers, while the small car was not popular enough so he lost money on that production.

In the middle of 50 th Heinkel was again allowed to produce airplanes in cooperation with the Americans. F104-Starfighter.

When this happened Heinkel sold the production rights of Heinkel Kabine to Ireland. That company had big difficulties to maintain the quality and their license was withdrawn.

At this time the Vereigente-Flugzueg-Werke was formed, VFW, 1965, to Weserflug and Focke-Wulf, and 1980 this company was then joined with Messerschmitt-Bölkow-Blohm.

Ernst Heinkel was not popular in the Nazi party and all his works were confiscated by the Nazis. They could do that because Germany had established planned economy. 

By this reason he was one of the first that started with airplane production 1955 on license for an American fighter F104 Starfighter.

This was a short story about Heinkel. Those who want to read more search my links or on the internet. Of great interest is his book "Stormy Life".

 


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Buick

Buick Club Sedan 1934 at Torsby vehicle museum. Ref. 1

Buick Open tourer 4,4. Former exhibitedat Nostalgi museum Grängesberg. Ref. 1

Buick 1930 at Köpings car museum. Ref 1

 

Links

Buick cars

 





 


 

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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Rovin

Picture from paper  Signalhornet. WIlle Karlsson at the wheel. Ref. 39

Picture from Signalhornet 6 1982. Ref 39

Rovin D3.Picture from paper Signalhornet. Ref. 39

Rovin D4. Picture from paper Signalhornet.  Ref 39

Picture from collection serie. Ref. 1

Rovin D4 at Svedino museum. Ref. 1


Links

 Rovin story



 



 

Rovin. Ref. 1
 
From an article in paper Signalhornet no 2 1981 and 6 1982. Ref. 39.

Raoul Pegulu Marquis de Rovin (1896 -1949) who had established nearby Paris. 1921 he already produced his own motorcycle and he was a well known competition driver and also a designer.

Up to WWII war he produced 6 small competition cars. One of these was discovered in a barn or as the French in Lorraine say cow stable. The car was put there 50 years earlier.

1946 Rovin bought the old luxurious works of  Delaunay-Belleville's. The plan was to produce small cheap cars which customer could afford after the war.

The most active period for Rovin after WWII was when the first model D1 met the market. This model was presented at Paris Motor Show 1946.

It was this early fair which showed car, from small ones to large luxurious models produced before war. But it was one funny thing about all of them.

The D1 model from Rovin had a single cylinder engine with 260 cc and gave only 6.5 ps. But today it is unsure if any car was ready to be sold.

The D1 car was made to fit into what  in France called tax class 2CV. 1947 Rovin delivered a stronger engine with 2 cylinder boxer engine, 425 cc and 11 ps. This became the D2. About 7000 were produced.

Ville Karlsson in Uppsala has just that type of car. He found it in a barn in Hofors, showing a terribly stand. In spite of, it had an engine with 425 cc and 11 ps, it is also called 2CV. He renovated this car and use it in local rallies. There is another Rovin D2 in Sweden, shown at Chaparral museum.

Rovin D3 was now ready to get a new chariot. The goal was to look more like a normal car. For this reason doors were mounted. The engine was the old 425 cc D2 one. About 800 were produced.

The last model became D4. Now it was 462 cc engine, 13 ps and 4 geared box and  some other small changes. 1200 D4 were produced between 1950 and 1953. Now the production slowed down drastically during 1953 and only 110 D4 left the factory. Now production ceased.

Raoul Maquis de Rovin died 1949 and his brother Robert took over the company. May be he was not as interested as his older brother.


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   Links   

Wolseley Motor

MG Midget

Rover P4

Bond mini car


Standard vanguard

Vauxhall

Trabant
 

Other cars
 
Wolseley. Ref. 1
Wolseley 1946-47
MG Midget. Ref. 1
MG Midget
Bond 3 wheel. Ref. 1
Bond 3 Wheel
Rover 6 cyl ca 1958. Ref. 1
Rover ca 1958
Bond 3 wheel. Ref. 1
Bond 3 wheel.
Standard Vanguard. Ref. 1
Standard Vanguard
Vauxhall Velox ca 1948. Ref. 1
Vauxhall Saloon Velox 1948
Trabant. Ref. 1
Trabant
Big Bengts Merca efter hans död 2015. Ref. 1
Big Bengt´s Mercedes here after his dead 2015
Chevrolet bryggarbil. Ref. 1
Chevrolet brewer lorry
LaSalle märke. Ref. 1
LaSalle badge
Unkow car (Std Vanguard?). Ref. 1
Unknown car (Std Vanguard)
T-Ford fynd. Ref. 1
Barn find T-Ford
Ratt okänd bil. Ref. 1
Unknown steering wheel
Ford Anglia. Ref. 1
Ford Anglia
Anglia motor. Ref. 1
Anglia engine
LaSalle during renovation. ref. 1
LaSalle during renovation


Other Car MC museums in this website

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

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
MotorTechnica
Motala museum
Munktell museum
Outbordmuseum Varb.
Porsche Rydaholms Car Museum
Robot Museum Swe.
Regnsjo, SAF cars
Panzermuseum Swe
ScaniaVabis museum
Sinsheim museum
Skokloster car museum
SSK Boxcar
SSK-series
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm Car Museum
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
For sale

Trainmuseum Sweden
VasterasAirmuseum
Hagfors Industrimuseum
Karlskrona Marina

Pictures from the following owners have been used in
bjorns-story.se with the necessary agreements:   
Referens 1: ©Björn Bellander 
 bjorn.bellander(at)telia.com
Reference 39: © Hasse Carlsson Signalhornet

 
Website about Chaparral carmuseum
 17 pages.

© Copyright Björn Bellander 2006 -