Entré ticket. Entrance fee 2015 60:- Skr. Ref 1 Rydaholm carmuseum
Text and picture Björn Bellander. Pictures current 2008, 2010.
Back Swedish version No english website.
since 060110
© Björn Bellander


Allard  Alfa-Romeo  Auburn  Abarth  Austin  Bantam  Bentley  Delin  Davarian  Daimler  Fiat-8Vu

Look also in these webpages.
Rydaholm car galleryRydaholm motorcycles.
 Rydaholm motorcycle galleryRydaholm moped gallery.

Hupmobile  Gay-Sport  Leinberger  Lenox  Packard  Rolls-Royce  Slaby  Schacht Links
Page 1

Created 101024


Swedish version

Delin 1901

Info about Delincar. Ref 1
Info about Delincar. Ref 1
Info about Delincar. Ref 1
Info about Delincar. Ref 1
Delin from behind. Ref 1
Delin from behind. Ref 1 Car data. Ref 1
Car data. Ref 1


Delin 1901


Delin at the museum. Ref 1
Delin at the museum. Ref 1

All cars produced during the first ten years 1900 had the same appearance.
From now the engine is placed in front and had in this way a cover over a engine hood. All necessary functions to handle the car had changed to steering wheel and pedals. Normally there was made place for 3 persons. Often there were standing places behind. Just like old time horse wagons.
The Delin factory produced cars during 1899 - 1901. Then it was purchased by Mathieu and the production continued up to 1905 when it was ceased. The year 1905 seems to be the time when smaller car producers had to stop because of bad earning capacity. Another reason must have been that more popular producers started to get a better and cheaper production.
The 1901 Delin model was a luxurious car which had to be ordered specially by the customer. Normally there were no cars in stock. It had a 4 ps engine and because of size named voiturette.

The Delin factory was situated in Louvain Belgium.
This car was equipped with a one cylinder engine and was made by Kelekom and got the production number 16. The motor works with a chain over an intermediate shaft which in the next step with another chain support the rear axle.
The first owner was a Mr dePoorter from Brussels. There are 5 known former owners since new. During the war the car was in England. It became badly damaged by the German bombings 1940. The car was left alone up to 1970 when it became sold over an auction. Now a full renovation took place. There are only two known cars of this type and the second can be seen in a car museum in Montevideo.
Ingemar Ahlquist, the owner of  Rydaholm museum bought the car from England 1979. He has taken part in several veteran car competitions during the year 1970 - 73.
The Swedish regulations for cars in traffic didn't take any notice of the age of the car. It has been equipped with lights, brake light and direction indicators, in order to be allowed on regular roads. Those are now removed and the rules have been better brought in line with the age of old cars.

 Page 2


Swedish version

Schacht 1904

Schact 1904. Ref 1
Schact 1904. Ref 1
Power output. Ref 1
Power output. Ref 1


Schacht cars

Schacht transportation

Assa factory museum

Schacht at the museum. Ref 1
Schacht at the museum. Ref 1
Schacht 1904 was the first horseless carriage which the company assembled an engine. It was a 2 cylinder petrol motor giving 18 ps, was placed horizontally and the power output was a chain over to the rear axle.
The two brothers Schacht carried on a firm that made horse wagons for transporting goods and later even for person transports in Cincinatti. Look at the picture an observe the spring system. It is a multi plate spring going from front to rear on both sides. This car was developed from the horse wagon standing beside their car. You can easy see that it was only to mount a shaft in order bring it back to original shape horse wagon.
The development for using cars was hurried up by a horse epidemic about 1870 and most horses died in some sort of influenza. One should also remember that roads around the cities had no payment and were normally muddy and in that much horse dung was mixed. Everything were transported there which was formed by mud and dung. The local personal transportations were very unsure. To get milk during the horse flu the farmers had to bring the cows inside the town. Outside the shops they were milked.
When the horse flu was over the high wheelers became popular and people demanded better roads and by the time they got it.
Now the petrol engine had been so much in order that it was fit for use. The Schacht brothers got lots of inquiries for the new type of horseless wagons. Schacht type with high wheels showed to succeed doing good work on the bad roads and it was a better vehicle than many others. They got several orders. Up to 1914 they produced several different types of car-wagons. They now decided to go over to only transport lorries. The personal car design was sold to Willys Overland when 8000 cars had been made. The company continued to produce lorries and merged in an economic crises with another company, Ahrens who had specialized in fire trucks. Ahrens used the Schacht main chassis for their fire trucks. This lasted till 1940 when production ceased.

After WWII Ahrens continued with their fire trucks and are still producing them. Schacht went over to engines after the war.
Note. The Buggy car on picture is not on show in the museum today.

 Page 3


Swedish version

Allard K2 1951-52



Swedish Allard K2

Steyr Allard

Allard pictures

Allard register

Allard owner's club

The canarian K2 still owned by Guss outside Guss garage in Sweden, later sold to Rydaholm museum. Ref 1
The canarian K2 still owned by Guss outside Guss garage in Sweden, later bought by Rydaholm museum. Ref 1
Guss Motors J2. Outside Guss garage in Sweden. Later sold to USA. Ref 1
Guss Motors J2. Outside Guss garage in Sweden. Later sold to USA. Ref 1The special front suspension of Allard. Ref. 1
The special front suspension of Allard. Ref. 1The special front suspension of Allard. Ref. 1
The special front suspension of Allard. Ref. 1The special front suspension of Allard. Ref. 1
The special front suspension of Allard. Ref. 1

Allard K2 at the museum. Ref 1
Allard K2 at the museum. Ref 1
Allard K2 1950 - 52

Sidney Allard was one of the many enthusiasts in England who amused themselves with dirt-track competition of English model short before WWII. The goal was to manage to drive the car up a muddy road in the English country side. There were two in the car, one as a driver and the other working as a balance weight for the curves. Just like a passenger in a side coach. Sidney was a good driver and he never needed to hire professional drivers. He built his cars from English Ford or Austin Seven and the like. Many times when the regulations so allowed he mounted American side valve V8.
After the war he started a new firm. May be he had earned some money by producing war material. 1946 his first touring car was out on the market equipped with a V8. It was named Allard K1.
Allard K1 1947. På Haynes museum England. Ref 1
1947 Allard K1 Two Seater Sports.
This is the only surviving Allard V8 non renovated K1 but repainted.
This was the third car in the red-white-blue team of cars in the 1947 Alpine Rally. It made the fifth place in the hands of Leonard Potter and under the hood it had the powerful side valve V8 from Ford. For it's time it was a really tough sport car.
Read about Allard K2 which was driven at the Karlskoga veteran competition 1966.

The K1 was equipped with a shortened Ford rear end and a split front axle from that time. The cross over multi plate spring had been kept both front and rear. The wheel track had been shortened in the rear end. Trim adapts were also sold for the V8. Those were copies from the American manufactures. But in a typical English way they had not been so accurate in order to be replaceable. The English buyer had to buy them from Allard.
In the end of 1950 he had developed the K model and called it K2. 119 copies were sold. This is the black car on the picture. To be original the large and heavy front bumpers have disappeared during the times.
The car could be delivered with standard Ford side valve 8 or Mercury. Even other V8 were option like Cadillac and Lincoln.
For front end springs had been changed to coil springs. For the rest just like K1. From the first K models that were produced two were delivered to Uruguay. Most export was to America. In Sweden I only know about 3 K2. I am sure 2 are left in Sweden. The third can be seen on a picture. The second was sold in the area of Stockholm.
1950 Allard produced a competitions model named J. Of this type there were several different types named J1, J2, J2X and J2R. All these had the same front  end as K2 except J2R. The rear end got DeDion with coil springs and brake drums close to the differential. This caused much oil leakage. They had also wheel  cover in the form like a motorcycle. It was plenty of room under the hood to get space for the Ardun add on for the Ford side valve. The J-model became a huge success and won it's class at LeMans and also third place overall. Furthermore they won Monte Carlo Rally 1950 an also many race competitions in both England and America. 183 copies were manufactured  of the J model. The model which later became very popular to copy was the J2X.
Allard also produced some different two and four doors closed models. They were named L, M, P and also a closed 2 door GT.

 Page 4

Swedish version


Rolls Royce Phantom II

Roll Royce engine. Ref 1
Roll Royce engine. Ref 1
Info Rolls Royce. Ref 1
Info Rolls Royce. Ref 1


Rolls Royce history

Rolls Royce history 2

Rolls Royce Phantom II

Wiki Rolls Royce

Rolls Royce Phantom II car in the museum. Ref 1
Rolls Royce Phantom II car in the museum. 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 was able to be done Charles Royce. Photo from Wikipedia.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.

 Page 5

Swedish version


Hupmobile 1911

Info Hupmobile. Ref 1
Info Hupmobile. Ref 1Hupmobile activity. Ref. 1
Hupmobile activity. Ref. 1


Hupmobile Club and history

Wiki Hupmobile

1911 Hupmobile

Hupmobile at Svedino

Hupmobile Runabout 1910 at former Chaparall museum

Huppmobile at the museum. Ref 1
Huppmobile at the museum. 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 out all money. With this Hupmobile disappeared.

 Page 6

Swedish version


8 litres Bentley 1930. At Köping museum. Ref 1
8 litres Bentley 1930. At Köping museum. Ref 1Bentley Speed Six. Ref 38
Bentley Speed Six. Ref 38
Bentley at Sparreholms museum. Ref 1
Bentley at Sparreholms museum. Ref 1Bentley Sparreholms museum. Ref. 1
Bentley Sparreholms museum. Ref. 1
Bentley Sparreholms museum. Ref. 1
Bentley Sparreholms museum. Ref. 1



Bentley story

Bentley Race story

Bentley at Rydaholms museum. Ref 1
Bentley at Rydaholms museum. Ref 1
Blower Bentley 4,5 liter 1926-30.

Walter Owen Bentley established Bentley Motors Ltd 1920. The mark awoke much attention after several win on the famous track Le Mans France.
The primary goal was to drive most laps during 24 hour. 1931 Bentley was merged into Rolls Royce because of financial problems. Later when BMW merged Rolls Royce 1998 the name Bentley was not inside this deal. The name was instead bought by Volkswagen.
The car at the museum was renovated by Richard C Moss 1989-1990.

Bentley 4.5 litres Drophead Coupe 1929
Bentley happened to enter the same circumstances as Jaguar. The last model which was build before Rolls Royce merge the firm was Bentley Speed Six. The name was though known foremost by Blower Bentley. This model won Le Mans several times through the gang well-known under the name Bentley Boys. During the Roll Royce time Bentley lost much of its image and became a second hand car to Rolls Royce. A cheaper alternative even if it almost was a Rolls. In the end of 1990 the English car industry had big problems and the Bentley name was sold to Volkswagen and also the Bugatti name was bought by VW from the Bugatti family. This was a good solution because today 2009 both marks are still living in the luxury market.

The Speed Six Bentley at Kopings museum. Torsten Krüger's (not to mix with Ivar Krüger) Bentley 1930. This car was on stand for a long time at Stockholm Technical Museum. Here it was just standing gathering dust because the museum was not so interested in this mastodon car with a 6 cylinder engine and 8 litres volume, equipped with one of the most toughest chariots.

The car was capable to run 100 mph and this had Rolls Royce difficulties to reach. When this model was presented the depression just struck hard and only 100 copies were made before the company ceased production 1931. Most cars had the Speed Six chariot. Long engine hood and a low windshield. This became a criteria of a luxury car with a powerful appearance. The car is now on loan to Köping museum. But of course Köping has no money either to put on the car. Price new of  the car was 2000£ and on auctions 2009 bid will go up to $900000. Torsten Krüger also owned a Duesenberg which later was bought by Martin Strömberg in Hedemora. Read about this.

Bentley at VW Autostadt. Ref 1
Last a picture from Autostadt museum a Bentley 3,7 liter 1937
Because of the Le Mans victories Bentley had a very good reputation. 1931 Rolls Royce bought Bentley  and paid 125575£ 1965. VW bought also Bugatti the same time. This Bentley with a custom chariots was ordered by Sir Roy Fedden. He was designer at Bristol Motors. This type of chariot was produced in 1177 copies.

Around in Stockholm there were several young boys that owned a Bentley.The car KCO311 was owned by Björn Erik Lindh 3 l, the owner of a book shop. Except Lindh there were Gunnar Elmgren 4.5 l, Sven Härnström 3 l and Stig Andersson 4.5 l. All of them now old or passed away, just as the cars.

 Page 7

Swedish version


Fiat 8Vu 1955

Fiat 8Vu at the museum. Ref 1
Fiat 8Vu at the museum. Ref 1Fiat 8 Vu at the museum. Ref 1
Fiat 8 Vu at the museum. Ref 1Fiat 8 Vu facts. Ref 1
Fiat 8 Vu facts. Ref 1Engine picture. Ref 1
Engine picture. Ref 1


Fiat 8V

Fiat Ghia Coupé


Fiat Otto Vu

Pictures Fiat Supercars

Fiat 8Vu at the museum. Ref 1
Fiat 8Vu at the museum. Ref 1
Fiat 8V Berlinetta Coupe 1955.
Of this type of car three were build by the chariot division of FIAT. It was the last production year that this model was actual. Totally there was 114 delivered from which 30 were readymade by FIAT. All others were sent to chariot makers like Zagato, Ghia, Vignale and Farina.

Already 1945 Dante Giacosa had started to construct a new engine with 2 liters and giving 105 ps. The engine got the cylinder in a 70° in order to make place under the hood. The exhaust pipes were directed upwards instead of sideways. It must have been pretty warm under the hood.

The main thought for the car type to be like an advertising pillar for the main FIAT production. But when the car was ready the project was abandoned for time being. The engine was sold to other sport cars manufactories in Italy like Cisitalia and Siata.

The car were given the design which later FIAT gave their 8Vu. Several other designers produced sportcars with alike chariots design. For ex. Talbo-Lago 1949.

The connection between Cisitalia, Siata and FIAT and this type of car can be a long article with a historic line starting with Porsche, Audi, Moscow, Sokol, Porsche 360 and also a bankruptcy for Cisitalia. Read about this

This must have been the start, when Cisitalia went out of money. FIAT bought the design of the car 1950 and started to build a shorter series 1952.
The design of the car had already 1947 reach so far that it was on stand at The Modern museum of Art in New York, together with another 7 cars.

Fiat build the car of steel plates as two shells. The inner boxlike and a outer which was the design. The meaning was that i should be a competition car and as that it won several victories.

The most interesting today is though the connection between the two sport car producers of Cisitalia, Siata and a lack of money. This can be a subject for a book.

 Page 8

Swedish version


Packard Roadster 1928 series 933

Modell info. Ref 1
Modell info. Ref 1
Drivers place. Ref 1
Drivers place. Ref 1


Packard 1928

James Packard

Packard Owner's club


Packard story

Winton Motor

Hall of Fame

Packard Electric Co

Packard 1928 på museet. Ref 1
Packard 1928 på museet. Ref 1
Packard Roadster Serie 933 1928

When reading about Packard and how this mark grew up one gets the feeling that from the beginning it was built up as a well organized industry with strong leaders.

There were 2 brothers, James Ward Packard 1863 -1928 and William Doud Packard 1861 -1923, who saw the opportunities to use the explosion engine for ware transportations. Maybe they also took impression of the poor horses which had to bring everything down to channels and harbors. The roads had not followed the evolution of all transportation needs.

The brothers had a firm which produced horse carriages. Those wagons could easily be changed to be horseless carriages. Their company was named Ohio Packard Electric Company Warren 1900. They had no wagons or cars as a products instead there were electrical stuff. They had to survive economical. James made drawings for so called Horseless wagons 1893. The goal was to switch over to car production.

Winton Stanhope. 1898-99. Public domain. But not yet they hadn't the economical prerequisites. At last James had the feeling that it took to long to reach this goal. He bought a car named Winton Stanhope which were driving around in the neighborhood. This type had good reputation. They should learn from it. James hade deeper plans than just to copy the car. He wanted to be a collaborator with Winton.

At Winton factory did a coming person worked for education and that was William Hendersson who later should make on of the finest motorcycles.

In order to make an impression he reassembled the car and studied all parts and wrote down what could be done better.
This was done neatly on paper and all was sent to the Winton owner. Of course this was only to make him interested in Packard brothers. This letter can still be seen at Smithsonian museum in Washington. Of course there are other rumors about how Alexander Winton and James Packard fall out into a oral quarrel with each other. Both opportunities did not ended as James probably had planed, when Winton answered in a superior manner "Build a better one then"!

Now James had only to start to build a better car. Of course it became much alike the Winton design including the improvements James had found.

Now we have come to 1899 and their company name was changed to Ohio Automotive Motor Company. Already after two years it was renamed to Packard Motor Co. The development went fast in this time and 1903 Packard sold 500 of their first series car. It was good times and Packard realized that expensive cars which also were well built should be able to sell. During the twenties Packard had the most expensive cars of all.

Well now WWII interfered between and the effects of depression should not reach Packard with full effect. Instead Packard got the commission to produce engines for the European war and a large export to Russia.
Packard had already during WWI produced the war engine named Liberty-engine After the war it was new times and it is true that Packard  had good economy but money will quickly disappear if not cars are sold enough. After merging with Studebaker the selling market for Packard fell and Packard ceased their production 1958.

 Page 9

Swedish version



Auburn. Ref 1
Auburn. Ref 1
Swedish King Gustav V visiting Rydaholm. Ref 1
Swedish King Gustav V visiting Rydaholm. Ref 1


Auburn Automobile

Auburn Co

Cord Biography

Erret Lobban Cord

Gordon Buehrig

Auburn at the museum. Ref 1
Auburn at the museum. Ref 1
Auburn 1900 - 1937

Auburn was one of the three famous car marks. Auburn, Cord and Duesenberg. There were several more marks which were addressed luxurious cars, but none succeeded to get a better name than these three. They never produced a cheap car.

To mention other luxurious car producers are Stutz, Marmon, Pierce Arrow and Packard. At Auburn worked some very famous designers and businessmen. Erret Lobban Cord and Gordon Buehrig. Among other famous investors like chewing gum king William Wrigley jr.
The father Charles Eckhart 1841 - 1915 started to build the first car from money he had earned in his firm  Eckhart Carriage Co. It was well established in Auburn Ohio 1875. There were several wagon firms which built horse wagons and Eckardt bought those which were working.

Charles, had 2 sons Frank and Morris, who understood that horse wagons time had passed and horseless wagons time was the future.
1903 they started the firm Auburn Motor Co and a so called buggy car with a single cylinder engine placed under the floor was for sale for $800, but it is unsure if any car was sold. The car from the early time were built by parts which were bought from external producers. Only the chariots was put together by the main factory.

One main development was that from the beginning it was 1 cylinder engine and then 2, 4 cylinders and so called "assembled cars". But Auburn didn't make any money so after the WWI the company was sold to an investment group in Chicago.

This new board started to sell a new model named Beauty Six. Sorry to say this didn´t either generate money enough so the owners were forced by the board to call in the golden business man of that time, the 24 old Erret Cord. He gave them such conditions that he could easily take over the company.

Now Auburn was running nicely for several years with many popular models lika Speedsters, Boat Tail, Duesenberg Type J and other large cars.
Cord had merged Duesenberg and produced a new car with his name. The engine deliverer Lycoming was merged into his Holding company.

Cord was one of the richest persons in America. Now when depression struck hard it became difficult to have the expensive production running. Furthermore the the work burden so big that Cord must let his sub car companies work without his control. Cord was also an thoroughpaced businessman and set about every opportunity not losing his money, legal or not. This led to that he was forced to sell all his shares in his car companies by the state commission. The history tells that he put all his money in a bag and drove to California and there instead invested in radio stations. He had now started a new era of companies.

The company Auburn - Cord - Duesenberg ceased their production 1937. The big three  Ford - GM - Chrysler survived everything.

 Page 10

Swedish version


Austin Twelwe


Austin Seven at the museum. Ref 1
Austin Seven at the museum. Ref 1Austin Seven at the museum. Ref 1
Austin Seven at the museum. Ref 1Austin Seven at the museum. Ref 1
Austin Seven at the museum. Ref. 1 Austin Seven at the museum. Ref 1
Austin Seven at the museum. Ref 1Austin Seven at the museum. Ref 1
Austin Seven at the museum. Ref 1Austin Seven at the museum. Ref 1
Austin Seven at the museum. Ref 1Austin Seven racer at the museum. Ref 1
Austin Seven racer at the museum. Ref 1


Austin 12

Austin Motor Co

Austin Seven Gallery

Austin Seven

Austin Seven barn find

Ulster replica

Herbert Austin

Austin Tvelwe at the museum. Ref 1
Austin Tvelwe at the museum. 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 mechanics 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. 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 e new firm 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 making 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 motor 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, 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.

Austin Seven close up på museet. Ref 1
Austin Seven close up at the museum. Ref 1

 Page 11

Swedish version


Abarth 850 Zagato Bialbero

Alfa Romeo Spider

Alfa Romeo GTA. Ref 1
Alfa Romeo GTA. The most common racing model. Ref. 1
Abarth 850. Ref 1
Abarth 850. Ref 1


Abarth Monza

Abarth history

Abarth 850

Alfa Romeo SS

Alfa Giuletta





Delivery of Alfa Romeo Disco Volante. Ref. 1
Delivery of Alfa Romeo Disco Volante. Picture from museum. Ref. 1

Abarth 850 Zagato at the museum. Ref 1
Abarth 850 Zagato at the museum. Ref 1
1959 Abarth Record Monza Zagato 850 Bialbero.

All who thought that Karl Abarth was born as an  pure Italian has been wrong all life. He was in fact born in Austria and experienced his first contact with  motor racing in Yugoslavia. He was not a manufacturer or developer. This came far later. In the beginning he put his money in racing and primary motorcycles. But motorcycles was not the big hit in Yugoslavia instead it was Italy, so his first job was there.

We have now reached 1927. Karl went back to Yugoslavia to work in Thuns factories. He brought with his racing career. He was successful and won several European titles.

1934 the reaction started from the depression and the start of the rearmament in Europe for WWII showed up. Now he intended to move his activities definitively to Italy in order to take care of his racing career. But he was hurt seriously in a race in Yugoslavia and the war was so close to start that he stayed there till WWII was over.
Now was the time for him to be interested for car trimming and rebuilding of cars.

In Italy there was a company named Cisitalia. It was the most known producer of special and race cars. Porsche family had close contacts with Abarth and Ferry Porsche introduced Karl for Cisitalia. Karl had not yet changed his first name to the more Italian like Carlo.

Cisitalia started to build a Porsche constructed formula 1 car and Carlo started to work in this group. This project became so expensive that Cisitalia with Piero Dusio hade to move his firm to Argentina.

Now it was time for Carlos main career when he started to rebuild and trim small cars for the race track, mainly FIAT. These were trimmed and rebuild and got the sub name Abarth. His production was also spare parts for the trimmed engines. Everybody know that a trimmed Abarth was very sensitive. He earned much money and opened a factory with 36 employee as Abarth Company. His business grew and so many car went through his hands that FIAT finally paid him for every sold car. The rest is history.

Alfa Romeo Sprint Speciale. Ref 1
Alfa Romeo Sprint Speciale. Ref 1
Alfa Romeo Giuletta Spider Sprint Speciale
Zagato and Bertone got many commissions from Alfa Romeo, just as all other car designers in Italy. This Sprint Speciale Spider which normally was a Coupe model is standing glittering in exhibition room of Rydaholm museum.
Giuletta was an Alfa series between 1966 and 1993. These cars had the twin cam 1570 cc Alfa Romeo engine. There were several different trim levels. All was not suited for the race track, but the car owners liked to show up their cars. 1366 Sprint Speciale (SS) were sold..

 Page 12

Swedish version


Rüdis car at the museum. Ref 1
Rüdis car at the museum. Ref 1Front end. Ref 1
Front end. Ref 1

The History about Rüdi Leinberger

Rüdís homebuilt Mercedes. Ref 1
Rüdís homebuilt Mercedes. Ref 1

This car is build by Rüdi Leinberger.
He took the frame from a Mercedes 170SB 1938 and the engine from a 280 SE.

He visited with his father Nürburgring at 18 years of age. There he saw Mercedes Silberne Pfeil. Rüdi told his father that he should build that kind of a car. It became not time for this until he was 74 years old. He worked for 4 years before it was ready.

He has driven about 60000 km with the car. He has been to Italy 7 times and last time 2004 when Rüdi was 84. He was a fantastic man an have had a tremendous life. He was Russian war prisoner and sat in a prisoner-of-war camp during WWII.

When he was released home after the war, he started a band and it became his living for several years. He moved to Sweden 1957 and worked in a garage.
Rüdi drove in his youth MC and car racing. He has owned many fine competition cars like Adler, Jaguar and Maserati.

Rüdi was planning a journey to Italy with his silver arrow 2005. But he became ill and had not the strength enough to go. He gave away the car to Ingemar Ahlquist the Rydaholm museum owner.

From museum paper.

 Page 13

Swedish version


Lenox 1911

Lennox info. Ref 1
Lennox info. Ref 1

Lenox racer 1911 at the museum. Ref 1
Lenox racer 1911 at the museum. Ref 1
Lenox Racer 1911

II cannot find anything about this car on internet. I USA it has been a firm named Lenox Automobile Co. The car is manufactured in America and was once bought buy a Mr Miller, who drove competitions 1912-1915.

Top speed was about 100 km/h. Mr Miller's profession was later in his life a parson. He kept his racing cars up to 1993 and this car was bought by the museum of Rydaholm. He use the money in the activity for his church, where he lived.
From museum paper.

 Page 14

Swedish version


Davarian Mk 8

Info about Davarian. Ref 1
Info about Davarian. Ref 1



Hillman Imp

Imp historia

Davarian Mk 8. Ref 1
Davarian Mk 8. Ref 1

Davarian Mk 8

When Hillman Imp was first offered on the market with it's rear engine car. The motor became at once very popular for several small sport car factories. Davarian was one of them. This firm built a sport car brought in line for the imp bottom frame and engine. This car was in first place made for racing and had a trimmed Imp engine in the rear.


1967 Davarian started to produce a series of 15 cars which all were sold. He also built on with middle placed engine but normally the car had the bottom plate and rear engine from the Imp. Read more in the link Davarian.

 Page 15

Swedish version


American Bantam

Info about Bantam. Ref 1
Info about Bantam. Ref 1


American Bantam

Bantam 1938-41

Classic Bantam

Jeep Story

More about Jeep

Bantam - Jeep

American Bantam at the museum. Ref 1
American Bantam at the museum. Ref 1
The most copied and widely licensed car was Austin Seven. To tell about Bantam is as telling about the story of Austin Seven.
The car in picture is an early Bantam from American Bantam

Herbert Austin was a self taught car enthusiast in the beginning of 1900. This was the time when private studying and working with car constructions could create a successful businessmen and popular cars.
He worked as a constructor at Wolseley. But he thought that he could build a better car from his own ideas. 1905 he started his own production of a car christened to Austin. The type of models he started to sell was ordinary family cars. They had name as Austin Twelve or Twenty. He had also cooperation with Hotchkiss to whom he sold engines. He had no great profits and realized soon that in this type there was not much money. The right type of car was a small one for England.
The taxes was count after how powerful the engine was. Furthermore motor fuel was rather expensive. During the WWI he earned much money. 1922 he used this money to evaluate a small car as Austin Seven. This car was equipped with a 850 cc and a 13 ps engine, two placed and a help seat. The engine hade 4 cylinders and for the time be only 2 bearings. Whole England bought this cheap car model. I am sure most of the use was to make pub rounds in the evenings. In this country this car became the T-Ford for England. Herbert Austin established this model in whole of Europe. Those other car manufactures were
BMW with Dixi and Rosengart and even the American built Seven for Jaguar Swallow. Later came the Danish motorcycle Nimbus with a rebuilt Seven Engine.
Now Herbert looked at the American market.  Here he started a new business with the name American Austin in Butler Pennsylvania. The car sold rather good but could not generate a profit and went bankrupt already 1934.
A salesman Roy Evans bought the company for a small sum of money. He started production again but depression had the company on it's knee and the stockholder wanted to sell their shares. These were bought by Evans and the company was renamed to American Bantam 1935. Now he had no money left for production. Anyway he succeeded  to get a money loan for 250 millions made a reconstruction and renamed the company to American Bantam.  The famous racing car producer Harry Miller and Alexix de Sakhnoffsky. This car started to sell 1938 and sold rather many although with a $75 loss for every car. The war WWII was on the way and 1942 only 100 cars were delivered and the production ceased. The American army had asked for a small reconnaissance car. The test car was build from main parts of Bantam. This car should be the famous Jeep. Evans got of course large license money even if it was trouble with ownership of the construction. Evans sold his company Bantam 1946, but this is another story.

 Page 16

Swedish version


Daimler 1896


 Early Daimler history

The car at museum. Ref 1

I have no information about this 1896 Daimler. But it seems to be a home built one when looking at the engine.

 Page 17

Swedish version


GAZ Sport 1966

Info av bilen. Ref 1
Info av bilen. Ref 1
Drivers place in a Russian sport car. Ref 1
Drivers place in a Russian sport car. Ref 1

Russian microcar

Ref 1

SMZ Sport 1966 (1956-1969)
This is a Russian mini car aimed for invalid war veterans. It could be bought for cheap money. Other invalids could buy for a low cost. It was equipped with single cyl engine. 1969 an update model was sold named Sputnik.

 Page 18

Swedish version


Slaby 20-th


Slaby Beringer

Slaby-Behringer. German 3 wheeler. Ref 1

SB or Slaby-Behringer was made in Germany between aprox. 1919 and 1924. Around that time it was taken over by the Dane Rasmussen of DKW and renamed SB in DEW (Der elektrische Wagen). SB predominantly made electric powered vehicles. SB was started by technical man Rudolf Slaby, working in the airplane industry but was forced to look for new work after the war. He teamed up with Hermann Behringer, a cousin. A four wheel Slaby electric can be seen at Köping car museum.

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.
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 owner have been used in bjorns-story.se with the necessary allowance:
Reference 1: © Björn Bellander  bjorn.bellander(at)telia.com

Reference 38: © Wikipedia Göran Lindgren GNU Free Documentation License
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