Combined car and boat at Motala museum. Ref. 1
Combined car and boat. Ref. 1
Motala museum. Cars.
Text and pictures Björn Bellander. 13 pages. Pictures current 2004, 2006, 2011
Back  Swedish version  Official website
Since 060110
© Björn Bellander

This site is supplemented with pictures from my visit 2015. Expect cars another site MC 2015 with motorcycles has been added. One important motorcycle car is missing. It is the DeDion quadricycle from which I have no proper pictures. Another one can be seen at Technique Museum Stockholm. Generally speaking the interest from people are low for real old vehicles.
Olds Curved DashBuick Roadster 14Ford SpeedsterN.A.G.BSA 3 WheelerMorgan,

See also in the following websites about Motala museum.
  Cars 1900-1910Cars 1910-1940Cars after 1940  MC 2011MC 2015  Other pics

AmilcarAustin SevenTatraRolls Royce, DaimlerCadillacChryslerLinks
Page 1

Created 130524


Swedish version

Olds Curved Dash

Olds Curved Dash Vis-A-Vis. Ref. 1
Olds Curved Dash Vis-A-Vis. Ref. 1
Info Olds Curved Dash. Ref. 1
Info Olds Curved Dash. Ref. 1


Ransom Eli Olds 1

Ransom Eli Olds 2

Roy D. Chapin

Fredric L Smith

George B. Selden

Edward S. Jordan

Curved Dash Olds 1901

Curved Dash Olds 1902
Curved Dash Olds 1903

Curved Dash Olds 1904

Kort om Curved Dash Olds

Early cars story

Malmo Technical museum

Olds Curved Dash Vis-a-vis. Ref 1
Olds Curved Dash Vis-a-vis. Ref 1

Ransom Eli Olds

Ransom Eli Olds. Ref 43.
Ransom Eli Olds. Ref 43.
Ransom was the first generation child after his parents who immigrated from Dorset in England. He was one of four sons and born 1864. His father was named Pliny Fiske Olds (1828-1908) worked as a black smith and married to Sarah Whipple. He had settled in Geneva Ohio. The family had four sons and 2 daughters. Ransom was the younger and one older brother Wallace born 1856.
In this text I use the following names: Ransom=Ranny= Olds
 Ransom Oldssteam car. Ref Se link "Early cars story". Ref 49
Ransom Oldssteam car. Ref Se link "Early cars story". Ref 49
In the company Ransom worked eagerly and created a horseless wagon. At this time it was steam engine that was important. He succeeded 1887 produce a wagon with 3 wheels. It was possible to drive it in 30 km/h. Next version was a gas driven vehicle with four wheels. This one was bought by an English firm for transferring to India. This transport was not succeeded as the steamer probably sank on it's way.
 Olds första bensindrivna bil. Ref se länk "Early cars story".
Olds första bensindrivna bil. Ref se länk "Early cars story".
"Ranny" visited the Chicago Fair 1893 where he saw a petrol/kerosene driven engine. He understood that this was a solution which could be used. An intensive work started now in order to develop the gas engine in order to change gas for petrol/kerosene. He had a ready solution for such an engine 1896.

For this construction he searched for patent the same year. His activities of course cost much money and Ransom understood that he could not afford all that money.

He came in contact with a restaurant owner in Lansing, Edward W. Sparrow. He invested money but didn't understand the way how to develop an engine to mount in a wagon.

 Fredrick L. Smith. son to Samuel.  Ref 49.
Fredrick L. Smith. son to Samuel. Ref 49.
It became instead a cooper and lumber merchant, Samuel L. Smith in Detroit. Olds Motor Works now moved to Detroit where a new factory building was set up. This became the first factory in order to build cars in Detroit. The meaning was that the Olds runabout 1901 should be build here and it was equipped with Ranny's engine.
 Curved Dash Olds at technical museum Malmö. Ref 1
Curved Dash Olds at technical museum Malmö. Ref 1
The car got the name Olds Curved Dash. He had orders for 300 and planed to sell it for $650. The weight was 650 pounds and it was advertized as $1 per pound. There were also other prototypes made to show different models.

Now it happened that the factory was on fire and most of the production locals were destroyed. Several different rumors about that all prototypes and drawings had burned, but it is not true because these had been stored in basement where they were protected. The production now started in the way to get sub production in surrounding companies and during this year 400 cars were produced. Under the time when the factory was rebuild with help of the insurance money.

All this made that Ransom was overstrained and had to slow down on his intensive work. In order to be able to do this a smaller factory was build in Lansing and Ranny took the lead of this. The selling of the car now went on without trouble 1905 and the production was 5000 cars a year. The last car rolled of the line 1907. (Note my reminder about Åtvidaberg car in Sweden.)

 Page 2


Swedish version

Buick Roadster 14


Motala museum. Buick 1910. Ref. 1
Motala museum. Buick 1910. Ref. 1
Info Buick 1910. Ref. 1
Info Buick 1910. Ref. 1Buick hunting car. Ref. 1
Buick hunting car. Ref. 1Front end construction Buick 1910. Ref. 1
Front end construction Buick 1910. Ref. 1



Buick Century

Buick History

Ullared museum

Sparreholms museum

Technic at Granpa's time


Buick Roadster 14. Ref. 1
Buick Roadster 14. Ref. 1
About Buick

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 and the banks. (Read about Chrysler).

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 bank and their boarder forced him to let the best businessman take over the lead. William Durant.

This man owned a patent for a spring system for horse wagons. He was very impressed of the spring system of Buick 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.

 Page 3


Swedish version

Ford Speedster

Ford Speedster. Ref. 1
Ford Speedster. Ref. 1


T-Ford Runabout

Ford Speedster. Ref. 1
Ford Speedster. Ref. 1
The most cheapest Ford that could be bought was the Runabout model. Anyway there were not so many who had the money to buy the closed cars. These Runabouts were often copied by handy persons who had not the money to buy the original car.

To solve this they instead bought an used T-Ford and rebuilt it to look like a Runabout. Furthermore all fenders were removed and replaced with simple covers over the wheels. Mostly it became free wheels.
This became the Hot Rods of the time. The owner got a car almost for free. The model was called Speedsters and was often used in different kind of competitions.

The development continued and there were the models A and B. The interesting with the B was the V8 engine. The after market produced lost of parts and trim equipments for the engines.
Louis Chevrolet had a company placed in Canada which sold trim equipments for T-Ford.

These "toys" were developed to exhibition objects and value raised.

 Page 4


Swedish version


Helios truck info. Ref. 1
Helios truck info. Ref. 1 Info Swedish lorry built att Södertäje Works 1903. Ref. 1
Info Swedish lorry built att Södertäje Works 1903. Ref. 1



Joseph Wollmer





N.A.G./Helioas truck byggd på Södertälge Verkstäder. Ref. 1
 N.A.G./Helioas truck byggd på Södertälge Verkstäder. Ref. 1
This lorry was built after a German construction and also the engine from AEG.  (Allgemeine Electrizitäts Gesellschaft) AEG started to build cars 1902. It was a 2 cylinder engine. This engine was used when Södertälje Works got the order 1903 to connect parts to a lorry. SV had earlier worked with these types of vehicles with no success. This lorry is not so much of a Helios or N.A.G.
2 cyl. NAG lorry built in Södertälje 1903. Ref. 1 
2 cyl. NAG lorry built in Södertälje 1903. Ref. 1
The name N.A.G. became not official until 1908 when AEG bought a company to handle this production. AAG (Allgemeine Automobil Gesellschaft. Now the same N.A.G. was established (Neue Allgemeine Gesellschaft). When the merging of A.A.G and the engineer Joseph Wollmer was involved.

He constructed the first N.A.G. cars with 2 cylinders engines. Later a 3 cylinder followed.
N.A.G. was also a large producer of commercial vehicles and because of WWI became very popular.

1908 AEG left vehicle production and let N.A.G. take over. The lorries were sold under the names of Puck and Darling.

After the war private cars were offered with no success. Several merging were made with Presto and Protos. The cars got now the names N.A.G. Presto and Protos.

1931 a V8 engine were developed giving 100 hp and cars got front wheel drives. 1933 after merging of the Voran company which had a boxer engine. This model was not popular and the production ceased. Production of commercial vehicles continued some years when Büssing became part owner.

Södertälje Verkstäder (SW), a concurrent compy to Vabis (normal production of railway vehicles). They when order for railway vehicles ceased 1903 tried to start with lorries of Helios/NAG models. One Helios was imported from Germany. The car on picture is assembled at SW. Read my site about Scania Vabis.

 Page 5


Swedish version

BSA Sports Coupé 1937

BSA badge. Ref. 1
BSA badge. Ref. 1
The 3-wheeler. Ref. 1
The 3-wheeler. Ref. 1
BSA front end upright. Ref. 1
BSA front end upright. Ref. 1BSA de Luxe 1937 info. Ref. 1
BSA de Luxe 1937 info. Ref. 1


BSA cars

Hotchkiss Sparreholms museum

Hootchkiss drive

Early American Autos




BSA 3-wheeler. Ref. 1
 BSA 3-wheeler. Ref. 1
Cars produced by BSA are today very rare and generally people don't know much about this car. But in fact the MC badge BSA started production 1907 with 3-wheeled cars. The car on picture is a 3 wheeled BSA Sport Coupé 1937. It is equipped with a V2 front end engine copied on license from Hotchkiss.

BSA had an extensive production of cars, but didn't sell so many. Instead it was a widespread model production. It was so large that it had to be reduced.  Production of motorcycles started after 3 years. It was much easier to sell this kind.

The BSA company started 1862 in order to transform all those parts from black smith around in England into weapons. By natural reasons BSA cooperated with Hotchkiss, known for production of rotation machine guns and it's production in England.

BSA bought licenses from Hotchkiss for an engine. Morris which was the largest customer bought the Hotchkiss production. This contained also a 1100 cc V2 engine which was aimed for the first BSA car. This engine was also mounted in the car Stoneleigh 1922. It was almost a copy of the BSA and also produced by BSA.

BSA bought Daimler factory 1910 and with this the car production started seriously. Daimler had a luxury car which had a Knight sleeve valve engine.

All those car sold as a BSA differed significant the own Daimler cars. 1930 Lanchester was merged with BSA and after this a cheap Daimler was offered on the market. Later the name change to BSA.

Lanchester was equipped with a rear end which used a patent using low worm pinion. This gave a silent running. Hotchkiss had a patent for the rear end spring system, which was used on 4-wheeled car. Further more BSA had a front wheeled drive car. Hotchkiss had patent for a rear end, which was used. BSA also used this system on their 3 wheel cars which also had front drive.

All this were used on the BSA cars. These types of cars were produced up to 1936 in several different models both 3 and 4 wheeled. The BSA reputation had no hearsay to make quality cars. This  rumor followed BSA to the bitter end late 1970.

After the war there were plans to start car production but it was given up.

 Page 6


Swedish version

Morgan Sports Family 1931

Morgan Family Sports 1931 info. Ref. 1

Morgan Family Sports 1931 info. Ref. 1Morgan Sports family. Ref. 1
Morgan Sports family. Ref. 1


Morgan Unique

Salesmen Sweden

Eagle Tandem

Morgan factory 1

Morgan factory 2

Lancia front end upright with sliding pillar from 30-th. Ref. 1
Lancia front end upright with sliding pillar from 30-th. Ref. 1
Front en upright with sliding pillar on Morgan. Ref. 49
Front end upright with sliding pillar on Morgan. Ref. 49
The placement of V2-engine on Morgan. Ref. 49
The placement of V2-engine on Morgan. Ref. 49
The most toughest of all Morgan models. Aero Max 8. Ref. 49
The most toughest of all Morgan models. Aero Max 8. Ref. 49
Morgan with JAP engine. Ref. 1
Morgan with JAP engine. Ref. 1
Front wheel upright. Ref. 1
Front wheel upright. Ref. 1

Morgan Bull nose. Ref.1
 Morgan Bull nose. Ref.1
In England more closely Herefordshire a boy was born 1831 and christened to Henry Frederick Stanley Morgan. His father was H.G. Morgan was reverend in the region.

There are not much to tell about H.F.S. youth. After the English ground school he was put in Crystal Palace College School for engineers.

He got his first work as 18 year old pupil at Great Western Railway, as drawer. He stayed here for 7 years. He has not left any history in steam engine branch. His interests were cars.

Anyway he earned enough with money to be able to play with cars and the first tour with a borrowed Benz 3 hp ended in a hair-raising tour down a hill and costs for repairing stopped him for a time to buy a car of his own.

He stopped working at Great Western 1906 and started a buss line with a smaller Wolseley driving to Gloucester.

He made some money and could buy an Eagle Tandem car. With this he was not pleased and thought he could make a much better one. Both Sir Henry Royce and James Packard had made the same statements and succeeded with their car industries.

 One of the first Run About deLuxe. Ref. 1
One of the first Run About deLuxe. Ref. 1
Now he started to rework this Eagle and it became the first Morgan Runabout. It used three wheels which only had place for the driver.

For Olympia Motor Show 1910 he exhibited this first car. He got great interest and understood that the car must have at least place for two persons. This was his next work to rework the car.

 Morgan 3 wheeler. Ref. 1
Morgan 3 wheeler. Ref. 1
Up to 1952 he produced 3-wheeled cars in different models. Now he stopped with this and changed to 4 wheels. These were offered in different levels as ordinary cars.

With financial help from his father, the reverend, he started a company to build cars of this type. His company was registered 1912 and H.F.F. became general manager. H.F. Morgan was chairman of the board.

Stanley Morgan now got orders and must start a more industrial production than what he did before in his home garage.

One factory building was bought in the local village Worcester.

The first larger car became a 4 place one which was presented to his father. This type was later produced in several copies after WWI.

The 3 wheeled cars had three important designs which differ it from many other car types. The first design was of cause 3-wheels.  Number two is the way to mount the V2 motorcycle engine in front, ahead of the axle and the third is the construction of front upright. It is called sliding pillar and you can find the same on early Lancia cars before war. This means that the front axle is mounted steady in the frame and the wheel make spring movements just as a motorcycle fork function.

H.F.S. Morgan took over the chairman of the board when his father died 1933. 1959 took his son Peter over and worked as manager till 2003 when Alan Garnett took over till 2006. After this a 4 man board was created in which Peter's son Charles was representative for the owner family. 2010 Charles became general manager but was fired 2013 and Steve Morris took over the title general manager. Late 2013 Andrew Duncan was chosen as first company chairman. But note that the family was still the largest owner.

1967 a new design was presented with a odd type of car built by fiberglass. Only 24 were built. 1968 the old time type of Morgan was built again but with an Al. V8 engine. It got the added name +8.

After this a new chariot called Aero 8 with V8 engine giving as most 367 ps. This model was ceased 2009. At the same time a very nice chariot was offered called AeroMax which was built in 100 copies and only sold to selected customs. This type is the most toughest type of all and could be bought for 1.2 millions Skr.

2011 new 3-wheelers were offered and Morgan was back in it's normal lock again.

 Page 7


Swedish version


Info Amilcar CS. Ref. 1
Info Amilcar CS. Ref. 1Amilcar. Ref. 1
Amilcar. Ref. 1Amilcar. Ref. 1
Amilcar. Ref. 1Amilcar front upright. Ref. 1
Amilcar front upright. Ref. 1



Amilcar CS. Ref. 1
 Amilcar CS. Ref. 1
Amilcar was a very popular car existing between 1921 and 1940. It's great time was in the middle of 1920. It didn't sell much but had a sports model which was right in time. With this car the owner could have success on race tracks.

The idea was from the beginning to produce a car 1921, and it should fit into the French tax system. The first car made was a cycle car. Then a car was produced to follow the tax system.

The car must not have a bigger engine than 1100 cc, weight max 350 kg without all extra. If these rules were kept it was called a cycle car and was taxed with 100 franc a year. If there were over this it was called a voiturette.

In France there was the same classification for help engines (mopeds) in the end of WWII. A help engine with over 50 cc was taxed. Read about ABG VAP4.

But back to Amilcar. The first car was a cycle car which was shown at Paris Motor Show 1921. It was Jules Solomon and Edmond Moyet who constructed this car. The construction led to a boom for this type and it's low taxation.

The name Amilcar came from the owners of the firm. Joseph Lamy and Emil Akar. From their names the badge Amilcar was created.

Hotchkiss took over 1939 and delivered an developed Amilcar-Hotckiss with chariot from Adler. It's name was Compound.

When Germany captured France 1940, the whole Amilcar production with partner ceased completely.

During the 1900 Amilcar delivered a very popular sport model. It was named CGS "Grand Sport" 1924. Next developed car was CGSS 1927. which of cause was a winning one on the race track.

During 1930 Amilcar had reach the ultimate economical point to how much they could afford. The production was now so big that they had to move to larger production areas in Paris. They were forced to present private cars on the market.

The costs now raised because larger engines as 8 cyl and up to 2,45 litres started to be produced.

One finance company took over power in Amilcar mostly because of bad selling during the 30 th. The last car on the market was Pegase which got an engine from Delahaye.

 Page 8


Swedish version

Austin Seven

Info Austin Seven. Ref. 1

Info Austin Seven. Ref. 1Austin Seven. Ref. 1
Austin Seven. Ref. 1Info Austin 10 Saloon 1946. Ref. 1
Info Austin 10 Saloon 1946. Ref. 1Austin Saloon 10 1946. Ref. 1
Austin Saloon 10 1946. Ref. 1


Austin 12

Austin Motor Co

Austin Seven

Austin Seven barn find

Ulster replica


Austin Seven. Ref. 1
 Austin Seven. Ref. 1
Austin Twenty/Twelve/Ten/Seven

The history about Austin is jus like to tell the story about Herbert Austin and end up with Austin seven and Mini.

Herbert Austin started his business as a mechanic at Wolseley works. Here he had the feeling that he could build a better car 1896.

He had bought a 3 wheeler from Paris a Léon Bollés. This car had an engine which run on gas and he reconstructed this car. At this time he was one of the owners in Wolseley.

The first rebuild became not a good product. The second updated car came later with 4 wheels and 3.5 ps. It made a good job in the 1000 miles trial test which was running in England. This car was manufactured from 1897 and 6 years ahead with the support of Vickers.

Already 1914 they had sold 3000 copies. During WWI the car production was ceased. Herbert Austin was a good businessman and also a clever organizer. Up to WWI he cooperated with J.P. Siddely and the cars were named Wolseley Siddely.

The obstinacy of Herbert Austin to use a horizontal 2 cyl engine made that he came in conflict with his board and because of this he resigned and opened a new company which got the natural name Austin Motors.

The car type that has been widely spread and copied is Austin Seven. Herbert Austin was a self taught car enthusiast in the beginning of early 1900. In this time a quick person could learn by private work and studies to work with car constructions. In this way one could learn to create successful cars.

Herbert Austin worked with tools at Wolseley. He thought he had better ideas for a car. 1905 he started his own construction of a car called Austin. Those car types he made in the beginning was ordinary family cars. They were called Austin Twelve and twenty.

He had also cooperation with Hotchkiss to whom he sold engines. He didn't made profit enough and realized that a small car was the right one for England.
A car was taxed after it's engine power. The engine fuel was also expensive. During the WWI he earned much money. 

He used it 1922 to developed a car which would suite English people. It became an Austin Seven. This car had an engine with 850 cc and 13 ps, two seats and an extra seat in the rear. Engine had 4 cylinders and only 2 main bearings in the beginning.

Whole England bought this car model. I am sure they mostly used it to go for pub rounds. Herbert Austin established this car in the whole of Europe.
Those car producers that bought licenses  in order to make copies was BMW-Dixi, Rosengart, Danish Nimbus copied the engine block, Japanese Datsun, and even the American Bantam. From Bantam it became later Jaguar Swallow. Totally 375000 Seven were built.

Now Herbert looked with interest  on the export market  in America. Here he started the firm American Austin in Butler Pennsylvania.
Back home in England the small Seven sold so good that many small special car builder started with a Austin and many of them became small car producers. As Lotus with mainly the Lotus Seven and other sport cars.

Austin Seven became later the main idea for the small Mini.

 Page 9


Swedish version



Tatra for sale

Tatra 97 1938. Ref. 1
Tatra 97 1938. Ref. 1
Tatra 97 1938. Ref. 1
Tatra 97 1938. Ref. 1
Info Tatra T600. Ref. 1
Info Tatra T600. Ref. 1
Tatra T600 1952 4 cyl boxer. Ref. 1
Tatra T600 1952 4 cyl boxer. Ref. 1
Tatra T608 V8. Foto från Aros 2014.  Ref. 1
Tatra T608 V8. Foto från Aros 2014. Ref. 1

Tatra T600 1952 4 cyl. boxer. Ref. 1
 Tatra T600 1952 4 cyl. boxer. Ref. 1
Tatra T600 1952

In Nesseldorf were cars and railway material built from 1897. The company had it's own 2 cyl boxer engine.

The constructor Hans Ledvinka was bound to the company between 1905 and 1916. 1921 the firm was taken over by Tatra concern and Ledvinka went back from Steyr.

1933 the model 77 with rear mounted engine and central pipe frame. Hans Ledvinka had great respect and could present this new design. The engine was a V8, air cold with overhead camshafts, spherical combustion chambers.
The car had brakes on all four wheels and rack and pinion steering. Cars sold before war in Sweden and  may be only two left in Sweden.

In the 50th about 100 were imported and of these only a few are left. On a market 2014 I saw a Tatra 608 which had a V8 engine, so there are at least one in Sweden.

The car on the picture is a T-600 1952 and has a 4 cyl engine. One type had windshield in three parts which show early type before 1950. You can see a Tatra T-600 at Helsingborg museum "Technics in Grandfather times".


 Page 10


Swedish version

Zetterströms Rolls Royce. Ref. 1
The Zetterström Rolls Royce. Ref. 1

Rolls Royce


Rolls Royce history 2

Rolls Royce Phantom II

Wiki Rolls Royce

"Kar de Mumma" Zetterströms Rolls Royce. Ref 1
"Kar de Mumma" Zetterströms Rolls Royce. Ref 1
Rolls Royce

This car is very special as the first owner in Sweden was no more than writer Erik Zetterström. 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. Ref 49Henry 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 was able to be done better specially consider it's Charles Royce. Ref. 49engine. 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.
Cykel av märket Rolls på Teknik på Farfars tid i 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.



Swedish version



The Karl Gerhard Daimler. Ref. 1
 The Karl Gerhard Daimler. Ref. 1

Daimler was from the beginning a German mark. It was introduced to England when Fredrick Simms met Gottlieb Daimler in Germany 1890.

They made an agreement that Simms should import one Daimler Engine. The car that was built in England got a well known sign in the upper end of it's cooler, during all years.

Total part of the roof for this car could be taken away or only the quarter rear part. This was done with the help of a lifting device.

The licenses were sold to Rover. The car had rear drive by chains and these had to be dismantled every other day to be cocked in a mixture of tallow and graphite.

This was a dirty job and very long-winded. From 1905 to 1953. Daimler was the mark for the English Royal Family.

The Swedish Royal Family has in their garage 2 Daimler cars. One of them has a double rear seat made to get room for the Queen's party gown.


 Page 12


Swedish version

Cadillac 1903

No Links

Henry M Leland

Charles F Kettering

C F Kettering
Interesting website

Hela Kettering story

Kettering, Delco, Freon

Sparreholms museum

Cadillac 1907. Ref. 1
Cadillac 1907. Ref. 1Cadillac 1907 info. Ref. 1
Cadillac 1907 info. Ref. 1
Front upright Cadillac 1907. Ref. 1
Front upright Cadillac 1907. Ref. 1

Cadillac 1903. Ref. 1
 Cadillac 1903. Ref. 1
Cadillac 1903

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 1930 th 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 running. 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.

Cadillac V16 in Sweden.
One V16 at the museum in Sparreholm. It was ordered by Torsten Krüger (not Ivar Krüger who committed suicide in Paris). Torsten got 1 years in prison because of an economical swindle 1933 and the car was sold to publisher Pettersson in Malmö and then to Helge Kaarinen, owner of Sparreholm Castle and car museum, now living i London. This car is original and never renovated. Another two 452B 1931 and 1932 are owned by Anders Läck in Sweden.

 Page 13


Swedish version



About Chrysler 1
About Chrysler 2
About Chrysler 3
About Chrysler 4
About Chrysler 5
About Chrysler 6
About Chrysler 7
Timeline Chrysler
About the car 1
Chrysler building
Chrysler building 2

Chrysler Photoes 1
Chrysler photoes 2

Other persons connected

Gorge B Selden

Brayton Cycle

William Collins Whitney

William E Chandler





Author Verner von Heidenstams Chrysler. Ref. 1
Author Verner von Heidenstams Chrysler. Ref. 1
 Walter P Chrysler. Ref. 49
Walter P Chrysler. Ref. 49
Walter Percy Chrysler was born in Kansas 1875, as the third child of four. His parents had moved from Canada. They had emigrated from Germany in early 1700. The emigration was due to religious reasons as they were protestants. Both parents had lived in south of Germany.

Walters father moved to Kansas as he had work at railway building, which was the main working place at that time. He wanted that Walter should work with this too. Walter had another opinion and wanted to be school educated against his father's will.

Work at Union Pacific

Chrysler's first employment paid him 10 cent/h, the second 5 cent, but instead he got a four years free education as mechanic. In this way his salary went up and down. Soon he started to work at maintenance as mechanic at Union Pacific. Working with this he showed good talent and he advanced and soon became leader for this part.

The payment didn't suit Walter. He was now almost 20 years and started to change works in order to get higher education and raise his salary. This was not the case every time so sometimes he had to accept lower salary.


 Locomobile 1920 at former Skokloster car museum. Ref 1
Locomobile 1920 at former Skokloster car museum. Ref 1
 Info Locomobile 1920 as above. Ref 1
Info Locomobile 1920 as above. 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.

"His mate" Durant

 William C Durant. Ref. 49
William C Durant. Ref. 49
There were in America 1906 125 different car marks for sale. This was not good in the long run. It showed also that several marks had to cease production as they were not able to sell cars enough to pay their costs. In this situation there were several merging by larger car producers who saw the need to take over distribution and selling. This was a good idea. In this situation William Durant took control over General Motors, which had been controlled by Nash, 1916. Chrysler was offered by Durant to take over the Buick production (more about Buick). Buick was good selling. Many standing alone marks were connected to GM. See Oldsmobile.
When 2 so powerful men like Durant and Chrysler met, they should of course not get together in the long run. They were born to lead their own companies.

Chrysler withdraw from GM.

When Durant started to involve in the Chrysler leadership "war" naturally started between them. This ended that Chysler 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 directors 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.

The beginning of Chrysler Cooperation.

The Willys affair led to that Walter resigned, but got a new mission at once to save Maxwell Motors. Walter's plan was already settled in order to start his own car production and Maxwell was one part of this.

During this time surely there were several shady economical decisions, with trials for overtaking and buying of factory buildings and so on. Walter didn't succeed with Willys but this this time he succeeded to take over Maxwell and with the new engine developed a new car.

Anything can be done with money.

If you have enough with money anything can be done. Particular during the depression during the end of 20 th. His new engine had 4 cylinders, pressure lubrication. The engine was mounted on rubber holders, just as the chariots. The car had 4 wheel brakes, oil and inlet air filter. Till 1929 an automatic gearbox could be added in the car on order. Chrysler had also constructed a new rim, which had the characteristic that the rubber part didn't left the rim when punctured. This rim style is today world standard and named J-rim.

 Maxwell 1925 later named Chrysler. Picture from for sale site.
Maxwell 1925 later named Chrysler. Picture from for sale site.
This first car had still the name Maxwell, but was incorporated in Chrysler Corporation when production started. 1925 the Maxwell mark had disappeared and the name Chrysler could be read on the front instead.

Now Walter P Chrysler had free hands to develop his company. He bought Dodge Brothers, created DeSoto and Plymouth in order to be able to offer all price ranges. The most expensive and luxurious got the name Imperial.

From 1928 to 1930 Chrysler had stabilized his empire and was now the third largest car producer in America.

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