Front wheel upright. Ref 1 Former Skokloster museum cars
Text and pictures Björn Bellander.
Pictures current 2004 2007, 9 sidor
Back  Swedish version Museum is closed

See also the following website Skokloster museum engines
since 060105
Updated
2017-06-13

© Björn Bellander
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Former Skokloster car and engine museum was one of the oldest museums in Sweden. As being this it had some very interesting objects. Sorry to say it was not economical to have this museum open. This because of higher rents through the years. Also the owner began to be old. All objects, also the DC3 airplane stored outside, in the museum were sold and the buyer was a new museum in Simrisham named Autoseum. All engines were further sold as they were not in the new owners showing idea. This collection is now on sale 2015. One engine an Isotta Fraschini for Caproni bomber was bought by a special race car builder, and showed at Motor Show in Jönköping 2013. Autoseum was closed 2015.
RileyAustin Taxi,  PontiacLocomobile,  MotoblocDansk AutomobilfabrikkRenault,  Volvo PV51Links
Page 1
Created 20140301

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Swedish version

Riley

Museum info Riley. Ref 1

Riley Nine at Arvika museum. Ref 1


Links

Riley history

Riley

Riley Nine

Riley RM

Riley Club spares

ERA Ferrari

ERA Brooklands

ERA Info 1

All ERA models

Goodwood Revivel

ERA E-typ

ERA Story Wiki

ERA story and Mini

Riley nine. Ref 1

Riley RMA
Text free modernized after collection series for cars.

The Swedish car buyers knew before WWII only from the racing tracks. In Sweden there were only a few of these elegant half racing cars. The name is often connected with the delight of speed.

Riley. Ref 1The Riley car had during the years more or less been produced by hand. In advertizing the talk was about " individuality and craftsmanship". The car has also always been exclusive elegant creation for interested in motorsport. The Swedish prize 14300 Skr for a 1,5 litres car, tell you that this is a quality built car. The factory should today 2014 been 106 years if  still active.

The best acknowledgement you can give the Riley engine is that the engine made for the English racing car ERA has taken the basic constructions for it's engine from Riley.

When English Racing Association was formed 1935 and the firms interested in this project got together in order to cooperative build a racing car good enough to compete with the German and French expensive racing cars. For the first cars they used trimmed Riley engines. Even the later ERA models had the extraordinarily liter effect of 173 ps pro 1 liter cylinder volume. This gave the car a top speed of 274 km/h. All this was based on the Riley factory experiences. The differences are thet the ERA engine is built of much more expensive materials and also equipped with a two stages Rootes compressor. It was Riley that built the engine.

The time for craftsmanship to build a car in England was no more economic. Riley had been taken over by Morris Motor, and the Morris chief , Viscount Nuffield was vd in the border. The car can be said to be the top mark in series MG-Wolseley-Morris.

The Riley engine is an interesting example how to how to go around the tax rules. The cylinder diameter, or after which English tax horses are counted come from the formula cylinder diameter 49 mm, but cylinder stroke is 100 mm, compression is 6,5, top rpm 4500 and cylinder volume 1,5 liter. This formula gives 12 English tax horses which is the tax figure. But if you test this engine in an engine brake bench gives the real effect of 56 ps.

Riley rear end. Ref 1

Other English cars may be conservative. Riley was top modern and offer details give an engine fantast to lick his mouth by joy. Valve mechanism was as effective as the same in a racing car. The cylinder top is equipped with straight inlet and outlet ports allow the gas to pas without any resistance. The valve are mounted angled so that the ignition plugs will be situated in center of the spherical combustion chamber.

It may be of interest to mention that the piston is 13 m/sec. This is much higher figure than any American car can show and comparable with ERA where the speed is 10,5. A pure racing engine.

To be a car with 1,5 liter volume Riley is quite a long car and it is low to be English.

The total length is 455 cm, broadness 161 cm and height 150 cm. Axle distance is 286 cm. Speed according to catalogue 120 - 128 km/h. A figure which must be a nice construction is the turning diameter 9 m. Normally for English small cars, which are considerable shorter than Riley is 11 m. 


Page 2

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Swedish version

Austin Taxi

Museum info Austin Taxi. Ref 1

 

 

Links

Herbert Austin

Austin Taxi. Ref 1

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.

Page 3

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Swedish version

Pontiac 1927

Museum info Pontiac. Ref 1

Links

Pontiac

 

Pontiac 1927. Ref 1

No comments. See link.  

Page 4

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Swedish version

Locomobile 1920

Locomobile 1920. Ref 1

Museum info Locomobile. Ref 1

Locomobile 1920. Ref 1

Links

Locomobile


History of American cars

Locomobile 1920. Ref 1

About Locomobile 1920

Locomobile 1920 at former Skokloster car museum. Ref 1An 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.

About Walter Chrysler.

He started to work at Locomobile when 34 years of age and a salary of $275. Now he bought a Stearn-Dureya 6 cylinder car. His salary started to raise. This was needed because he had large debts when he had bought 2 cars. At 36 years of age he got a offer of $12000 as manager at Locomobile, Stearn. Ref 49but instead accepted $6000 as factory chief at Buick. Walter was now on his way into the car business. Buick was at that time the most selling car from General Motors. He made now so important updates in the production that his salary raised to $25000. General Motors and Durant had trouble for a while and Walter worked at Nash/Locomobile Company but when Billy Durant again had control of GM 1915 Walter went back. GM got now the name General Motors Corporation.

Beginning of Chrysler Cooperation

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

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

During this time there were  for sure many "dark" economical  decisions and trials to buy factory buildings and alike. Walter didn´t succeed  to take over Willys and instead he constructed a new car with a new engine.

Anything can be done if you just have money.

If you got money everything can be done especially during the depression in the end of 1920th. The new engine had 4 cylinders pressurized lubrication and even a rubber mounted chariot. Also four wheel brakes, oil filter and inlet filter for carburettors. !929 also a automatic transmission was available. Walter Charysler had also constructed a new rim which made that the rubber did not lose  This profile is today the standard wheel rim.


Page 5

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Swedish version

Phänomobil

Phänomobile. Ref 1

 

Links

Phanomobile

Phänomen trucks

Phänomen mc
 

 

Phänomobile. Ref 1

These 3 wheelers were very common during the war and in the beginning of 1950. The first models came from Germany already before WWI. Soon hade Swedish producers constructed their own models and they were almost the same as the Germen.

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

Phänomen

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

 

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

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

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

When this happened Gustav Hiller was since long time gone.


Page 6

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Swedish version

Motobloc 1909

Motobloc. Ref 1

Motobloc 1909. Ref 1

Motobloc. Ref 1

Links

Motobloc


Motobloc pictures

 

Motobloc 1909. Ref 1

Motobloc 1909 France

Constructed and produced by E. Dombret, Bordeaux.

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

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

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

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

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

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


Page 7

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Swedish version

Danish Car factory

Info Dansk Automobilfabrik. Ref 1

Dansk Automobilfabrik. Ref 1

Links

Dansk Automobil

De Dion Bouton
 

Dansk Automobilfabrik. Ref 1

Text from museum info.
Dansk Automobilefabrik Voiturette 1898.
St. Kongsg./ Köpenhavn. Denmark.

H.C- Christiansen started a service shop for cycles 1896 in Copenhagen. Two years later he started to build 3- wheelers with engine.

The cars were quite primitive with 2 gears front driving and no rear gear. The clutch was by metal and an centralized chain for each gear.

In this three wheeler the passengers were placed "Vis-a-Vis". The driver sat in the rear seat and had the passengers turned against him sitting in the front seat.

Engine: 1 cyl, air cooled 43,5 ps petrol engine. Power system: The rear wheel was driven by a cog-wheel with two speeds and chains between engine and gear box. There was no rear drive and if the driver had to push the car. (From info paper 11.1.1909 part 5a)

The owner can be seen on a photo with his two daughters in front of the hospital in Malmö 1908.

The car came to Malmö 1903 and was used till 1921.


Page 8

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Swedish version

Renault

Renault. Ref 1
 

Links

Renault Köping

Renault

 

 

Renault. Ref 1

Renault

Louis Renault started 1898 to fabricate a car with DeDion engine and 1,75 ps. Air cold with transmission and differential, 3 step gearbox and reverse gear. A very advanced construction.

He sold 179 ex. From 1902  engine volume increased to 6,3 l. because of the demand from competition cars. From 1904 to 1928 Renault kept the main construction of L-top cylinder casting in pair, magnet ignition, thermo siphon cooling and the cooler placed behind engine.

1905 the models AX and AG came. They were the base for all Renault cars, even the famous Taxis de la Marne. The taxi cabs of Paris helped to move the French army during the battle of Marne.

The Germans were stopped. 1908 a 6 cyl car was announced. 1911 removable tires and pressure lubrication. More than 10000 cars were produced. Renault has not have any down periods of importance. A dark chapter is that Louis Renault died in prison 1944 after been accused for collaboration with the Nazis.

After his dead the company was nationalized. During and after the war a small car was developed, CV4, with the help? of Ferd. Porsche who was in jail for war crime. Although it was announced that he could go free for 500000 franc.

His son earned money for construction of the Cisitalia car and paid this sum. For a long time Renault did not make their own bodies, instead there were left to different body firms in France.

This Renault has the complete name of Type D Series B Voiturette. Typically for the mark after 1902 was that the cooler was place behind the engine.

Perhaps they got warm air for the coupé. About the car in the museum there are not so much information, more than it has been owned by the Renault reseller, Erik Lundvik, in Stockholm and that the car has been on display in the Marble Halls 1925.  The car was left for restoring  in Stockholm 1990.

 

Page 9

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Swedish version

Volvo PV 51

Info Volvo PV 51. Ref 1
 

Links

Volvo Museum

 

Volvo PV 51 cabriolet, Nordbergskaross. Ref 1

Text from museum info.
Volvo PV 51.
Volvo Cabriolet (PV 51-chassi) 1937

Normally this car was delivered with a closed chariot. Nordbergs wagon factory - one of the most known chariots producer in Sweden- produced a series of cabriolets and this is the last living copy.

Engine is a 6 cylinders 3.7 litres giving 86 ps at 3400 rpm. This was needed as Volvos had the rumor to be a car with no acceleration.

!937 Volvo had a record year for selling private cars..

 

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
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
Ladenburg
My Vehicles
Malmkoping mil. vehicle museum
Malmo Technical museum
Mercedes Benz
MC-Collection Sweden
MC museum Hedemora
Motala museum
MotorTechnica
Munktell museum
Outbordmuseum Varb.
Porsche
Rydaholms Car Museum
Robot Museum Sweden
Regnsjo, SAF cars
Panzeranzer museum
ScaniaVabis museum
Sinsheim museum
Skokloster car museum
SSK Boxcar
SSK-series
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
Volkswagen
Volvo Industrial museum
Ziegenhagen

Other sites
Military service
Travels
My Heritage

Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina

Pictures from the following owners have been used in bjorns-story.se with the appropriate allowance:
Reference 1: © Björn Bellander   bjorn.bellander(at)telia.com
Reference 48:© From website

Reference 49: ©Picture from Wikipedia
 
This website handle formed Skokloster Museum. 9 pages.

© Copyright Björn Bellander 2006-