Stig Ihlberg Sillerud 1948-49. Ref 39
 Stig Ihlberg Sillerud 1948-49. Ref 39

Special cars, small cars and hobby cars.
Text and pictures Björn Bellander
Back Swedish version

Björn Bellander

Now I have started with something which I have scanned or taken the paper pictures myself. The text is found around these objects. But I have since long time gathered old motor papers and search on internet. Some of these cars have a thin report while other have full story. A few may not be a member. For the Regnsjö car and SAF car I got a complete basis for production and story. These Regnsjö SAF papers, can  in original be seen at Regnsjö homesite community. A copy for the SAF car at one collector. The Thulin  car is presented in my website Thulinrummet.
E.N. SpecialERL,   GEAVenus BiloRegnsjobilenJoesse CarKoenigseggJ.M. EssenLT Bilen TorsbyMinervetteRovinSAF BilenSuper B2TjorvenWhy NotHockenstrom, CederholmLambertLinks

Page 1

Created 140305


Swedish version

ERL 1940


ERL bild ur Signalhornet. Ref 39
This car was still alive 1978, from which year this photo is taken.

Page 2


Swedish version

E.N. Special 49

E.N. Special 49. Ref 39
E.N. Special 49. Ref 39E.N. Special 49. Ref 39
E.N. Special 49. Ref 39


E.N. Special 49. Ref 39
E.N. Special 49. Ref 39
Homebuilt car. Pictures from Signalhornet no 6 1984. Ref. 39.

Those who are specially interested in home built cars. Here is something to be happy over. They are not big. Coming from county of Varmland. Here you find the private individuality. Charming in it´s own way.

Once upon a time this car was owned by Maien Friberg in Arvika.
It is a small car, charming and brisk. Furthermore it is one kind of saucy home built car from 1949. It has a guarantee to be original.

Builder was Einar Nilsson, Arvika. The car was made as a birthday present for his 20 year old daughter. The car became well known in Arvika.

Normally it was not common that girls was driving cars and specially not a home made sport car.

The car was not much used and was therefore put in a garage up to some years ago. Now Einar has made a renovation and also modernized it.

The frame is taken from an mid 1930 Opel. Small and god for this purpose. Front end is an Austin 1949, today equipped with disk brakes taken from an Anglia 1965.

The earlier small English side valve engine and the unsynchronized gearbox are now old fashioned stuff. Steering gear is from Renault. Building this kind of car one must have fantasy and also lots of old cars parts outside the yard. Brake cylinders is taken from BMW pedals.

The chariot is build on steel pipes by al. plates. Just like a bird cage. The rims are from Anglia and also the wheel covers. Wheel covers are taken from standard trailer.
Translated  text after T.Blückert

Page 3


Swedish version

Gustaf Ericsson Automobil

GEA Gurik Runabout. Ref 49
GEA Gurik Runabout. Ref 49 GEA Logo. Ref 39
GEA Logo. Ref 39 GEA machine shop. Ref 39
GEA machine shop. Ref 39
GEA machine shop. Ref 39
GEA machine shop. Ref 39
 GEA joiner´s workshop. Ref 39
GEA joiner´s workshop. Ref 39
 Produced car never completed. Ref. 39.
Produced car never completed. Ref. 39.
 GEA factory. Ref 39
 GEA factory. Ref 39


Gustaf Ericsson automotive factory

GEA kept in Sweden but where?. Ref 39
GEA kept in Sweden but where?. Ref 39

From Signalhornet no 8 1979. Ref 39

Swedish car industry before the running production time. It was belt drive production, child workers and collected parts. Very often it was not cars instead other type of products. During this time it was some kind of pioneer feeling.

It was time for Sweden to be put on wheels and it was the engineers and wealthy sons which were bound to do it.

Most pioneers could not fulfill there car dreams. Harry Helmer has found pictures in his wardrobe, that's the way paper Metalworker show one of the old car badge which has been forgotten.

One of the GEA car is still preserved 1979. It is a small car conventionally built. Engine front, two cylinder produced by Fafnir.

Power output by cardan. Gear and handbrake on right side which was common. Details like fenders, axles and others are taken from foreign cars.  During first time the car seems to be missing front windscreen. Light by gas from acetylene on the right foot stand.

The car was registered on the 20th of December 1907 and got no A468.  The owner was the sanitary department in Stockholm. GEA factory also educated three drivers. All for 320 Skr.

The car was used some years for the directors of board, among them the manager Karl Tingsten. His son was later known as Herbert Tingsten working for Dagens Nyheter.

 Herbert has for sure been passenger in the car several times. He was 7 years 1907. The car was later sold, stored and forgotten.

After 40 years, in the 1960 th, it was found in a joiners work shop in Roslagen by one car historical man.

This GEA car was show a car fair at Falun 1978 by DAK veteran Car Club. In the fair the car was shown as is, standing beside a Nagant 1910.

The 6 cylinder car shown to the left was called "Ormen Långe". (Snake long) This was a name  taken from an ancient Viking ship. It was the car Gustaf Ericsson started to build. It was ment to be the first in Europe.

After three years was the car ready. The engine was put together from three German Fafnier engines with joint crankshaft. The chassis was produced in Germany. The car output was by chain. It got the name because of it's length. It was ready 1905 but no more copies were made.

It is said that the car could drive 60 km/h. The car was a success on the car fair in Stockholm 1907.

Venus Bilo outside Gustaf Ericsson. Ref 49No one knows how many GEA cars were produced. 1909 Gustaf Ericsson was forced to stop production in his factory. Although he continued to produce chariots. Long time later Gustaf showed his future car Venus Bilo. (Trenslated text after Eddie Pröckel) 

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Swedish version

Venus Bilo 1933


Venus Bilo pictures

Volvo PV 36 carioca

Volvo museum

Nordbergs karosseri

Nordberg Wagon factory

Herman Spohn

Venus Bilo outside Gustaf Ericsson. Ref 49
Venus Bilo outside Gustaf Ericsson. Ref 49
Gustaf Ericsson created this car. It was his opinion of a future car. It was equipped with what today cars were missing.

For example a baggage area were use inside the front fenders. There was no rear bumper. The spare wheel lying in the middle, was used instead.

Already 1933 when ordinary cars were built in 3 units. Front wooden chariot for the passengers and a frame which hold all together.

He took a PV 655 and rebuilt it after his ideas.

The project was a sort of opposition against the old Volvo design which was old already 1927.

This Venus Bilo car was fully designed by Gustaf Ericsson and the builder became Nordbergs car body builder in Stockholm. This firm had already earlier produced some of the first prototypes for Volvo 1926-27.

Gustaf Ericsson had found his main idea from a car designed by the concept car from Spohn.

About Carioca.

The design for Volvo cars had now been moved to their own design studio. Helmer Petersson was the man in charge.

Now we have reached 1936 and model 650. This car was sold very well but was hopeless old.

The pressure to make a new type was hard again. Car types had changes in America and cars were sold more for their design than construction.
Ivan Öhrnfelt had moved back to Sweden and got the job as factory manager for production. He had seen how the types called Air Flow had taken the lead. He talked very much that Volvo should present such a car for 1936.

He now got the mission to lead the production of their model Carioca. Everybody had great believe in this.

This Carioca type became his child. The model was build on the standard 1936 but got the Air Flow view.

This car became no success and may be the design was to advanced for the buyers in Sweden. 

Page 5


Swedish version

Regnsjö car

Lumber mill in Regnsjö at Höjen dam. Ref 1
Lumber mill in Regnsjö at Höjen dam. Ref 1Lumber mill of Höjen close to the manor house as it is today. Ref 1
Lumber mill of Höjen close to the manor house as it is today. Ref 1Ad photo for the Regnsjö car. Ref 1
Ad photo for the Regnsjö car. Ref 1Regnsjö snow car. Ref 1
Regnsjö snow car. Ref 1

Several pictures come from the Regnsjö document.



Document about Regnsjö car in Swedish
20 Pages

Regnsjo story

Regnsjo "Lillbilen"

Gnome engines


The Regnsjö car equipped with chain drive. Ref 1
 Picture with allowance Mässing&Nickel Lars Göran Lindgren
Do you know where Regnsjo is situated?

Today a small village in county of Hälsingland. In the beginning of 1900, 200 employees were working at the machine factory Hojens.

But drive for Bollnas from the E4 main road in Orskoldsvik and about 6 km before Bollnas turn to the right to Regnsjo. This is a dangerous crossing so take it careful. Now drive 4 km and you reach the folk museum where you can find some material about Hojens. But anyway take a round trip and look at Anders Jonsson manor. Today 2014 it is for sale including all surroundings and historical buildings. All for 5.5 million Skr. This has been up today in the hand of Anders Jonsson heirs ownership. But now it is the end of this historical family.

Anders Jonsson felt for the mechanical. He was not alone to develop new ideas. He had a brother Jonas Jonsson who was construct engineer and could put Ander's ideas on paper. They became a perfect couple for Hojens works.

A man named Wastman had large interest to tell us about the history of Hojens. How the idea for the "Small car" was realized we don't know. May be Anders had seen the French car " daggmasken"  in Ange?  One may have the feeling that  "the Small car" was realized a short time before their snow automobile.

May be Anders just needed something to transport himself around in Bollnas or to take the train from Bollnas to Sundsvall. At these opportunities Boive was his driver.

Up in snowy Halsingland there were only 3-5 months when it could be used, mostly due to the climate. A two stroke engine 1913 may be not so easy to start in winter. There is no information how to start. Furthermore cooling water was mixed with red spirit in order to protect from freezing. Red spirit did easy evaporate, specially when mixed with water. Red spirit have a boiling point near 70°. A car with this mix left a significant smell behind. The construction of this car started at once after the big fire and when the work shop building was ready.

The engine was bought from Morgardshammar. They sold this type as an engine for small local boats. That's why it was water cooled. The cooler was ordered from a producer in Stockholm. This is the only part that is left. The wheels were surely taken from motorcycles. Other types of parts were bought from specialized producers.

One know for sure two cars were produced. These had different types och engines. For the first one it showed that the Morgardshammar engine was too weak. These two car are registered in the county records office in Harnosand. They had engines with 5 and 10 ps.

There are no more cars found between years 1916 - 1924. The first car was ready already 1913. Maybe there was no interest to register the following cars. There are notes that 5 to 10 cars were produced.

It became much driving in the small village of Regnsjo. One friend of order had sent a note to community border in order to discuss a ban for motor vehicles.

Anders Jonsson had already, before the "Small car" was finally developed, started to think upon a snow car. Something like a snow scooter.

It was a man in the neighborhood  named Jonas Persson in Svedje. He had ideas how to construct a driving band. Anders Jonsson found this was a good idea. He search for patent on certain parts and then he bought this patent from Jonas.

With this Jonas Jonsson and Anders developed a snow car. The principle was that it slipped on runner and was drifted by a double band against the ground (the snow) under the car. All got power from the first 10 ps engine.

This engine was taken from the first prototype. But it showed that it was too weak. In the final design a French Gnome engine was used. This type came from the factory which made the famous rotation engines during WWI. This engine gave 30 ps and with this snow scooter design a 320 km drive was made to Stockholm for demonstration. Later also a drive for city of Ostersund, with hope of a military order.

The local papers had many speculations that Ernest Shakelton was going to buy this type of snow mobile for his south pole expedition. Anyway this was only written because of local pride. Lucky enough Ernest never bought any of them.

Ernest was sensible enough to understand that the engineering never could handle the climate. Lucky for Regnsjo which otherwise had got bad reputation. Ernest expedition ended in a catastrophe and his ship Endurance was destroyed in the ice and sank. The expedition members was divided and were saved after a year.

There are many histories about the "Small car" and the snow mobile. None of the cars got any interest from the market and Anders interest was reduced and he got other more for the time realistic things to work with.

Anders Jonsson had of course made traces in the area for building vehicles with engine. One such a project became the SAF-car of which 30 were sold, before there were no money left. Read about this on another place.

Nothing more will be written about the "Smallcar". If you want to get more information read the link document.

Page 6


Swedish version

Indigo, Jösse Car

Indigo engine installation. Ref 49
Indigo engine installation. Ref 49


Josse Car


Indigo club

Arvika museum

Jösse Car

New production 2015

New Indigo sale

Indigo Club
Indigo car at Arvika museet. Was not on show at my visit. Ref 49
Indigo car at Arvika museet. Was not on show at my visit 2014. Ref 49
JC Indigo

The area around Arvika is special, because here there are many motor interested persons, who both have the knowledge and also the economic capacity to build cars. This is one reason why Arvika has one of the best car museums in Sweden. From here also two of the best drivers in rally lives.

Here some persons with economical muscles got the idea "Now we must start to produce a sport car".

They started a business firm, Josse Car, 1994. They christened the car "Indigo 3000".

They commissioned one well known designer, who earlier had designed the Volvo 850. Hans Philip Zuckhaus.

But from this point they had their own ideas about components. Several important parts were taken from Volvo 960.

On odd part was the rear axle which was taken from Volvo 960. It has one single high mounted composite blade spring across the car.

The gear box was just as the engine also from Volvo 960. Then of course also a lot of parts from this car. To be noted  is that the petrol tank was taken from Saab and produced in Norway.

The first actions were taken already 1993. They started with a prototype which was test driven for two years before the serial production started 1996.

The car was merchandised as a cheap fast sport car and was prized for 250 000 Skr and a lot of options which were at extra costs.

Only 40 cars were produced before the economy forced the enthusiasts to stop their production 1999. Their goal from the beginning was to produce 500.

Page 7


Swedish version



Oficiell website


Koenigsegg ONE=1


Christian von Koenigsegg

Köenigsegg One-1. Ref 49
Köenigsegg One-1. Ref 49
Christian von Koenigsegg was 22 years when he started the company aimed to build super cars.

His early youth was a continuous investing of ideas trials which were able to get patents. It is though a secret which were gone the whole way. Several of his early ideas are implemented in the engines in his cars for sale.

The Koenigsegg family are descended from an aristocratic family in Bayern. Christian was born 1972 and after the main school years among other schools, were Lundsberg he studied economy in Bryssel.

He started his company Koenigsegg Automotive Factory 1999 and placed it in Angelholm. After a factory fire he moved to an used Air force hangar at the F10 wing area. The company got also access to the old airfield.

But before this they had constructed with the help of designer David Craaford a super car which made sensation in Europe. The car had also for a short time speed record in it's class.

Later the name became very well known after giving an offer for Saab factory. It was on 1.2 million dollars. All Swedish "besserwissers" ment that the little firm never could go through this. Well, Koenigsegg never got the opportunity to proof his ability as GM put to hard conditions and also the intervention by the Swedish state.

Christian's company is a stock company with about 90 stock holders from which Christian is the owner of 18% and also a large Norwegian investor.

Their last model, One=1 2014 is equipped with a 5 ltrs V8 with double compressors giving 1340 hk This model is planned to be produced in 6 sold copies and will cost an unknown million dollar price. Since start 100 super cars are produced and sold.

Page 8


Swedish version

J.M. Essen 1920- 24

Drivers place. Room for one person. Ref 1
 Drivers place. Room for one person. Ref 1
Info J.M. Essen car. Ref 1
 Info J.M. Essen car. Ref 1


Nostalgia museet Grangesberg
Forman J.M. Essen one off car. Ref 1
Forman J.M. Essen one off car. Ref 1

Any further information about this one of a kind car at Nostalgi museum in Grangesberg is not to be found.

Page 9


Swedish version


Picture from Signalhornet. Ref 39
Picture from Signalhornet. Ref 39 A.R. Lindström. Picture from Signalhornet. Ref 39
A.R. Lindström. Picture from Signalhornet. Ref 39
The LT-car. Picture from  Signalhornet. Ref 39
The LT-car. Picture from Signalhornet. Ref 39
 Info about LT-car from Signalhornet. Ref 39
Info about LT-car from Signalhornet. Ref 39
 Left parts at Torsby Vehicle museum. Ref 1
Left parts at Torsby Vehicle museum. Ref 1


Torsby Vehicle museum

LT-car Torsby museum

Solbergs Mechanics

Johnsson Metal

Picture from Signalhornet. Ref 39
Chosen text from paper Signalhornet 7-8 1978. Ref. 39.

Once upon a time there was a grocer in city of Torsby. The year was 1909 or earlier.

His name was Anders Rudolf Lindström. 1884-1932. One can have the feeling that he was not sufficient with this and thought that it was not his task i life.

In spare time he planned to produce something which should be alike a self rolling vehicle. In his storeroom he was working with assembling his first vehicle.

It was built up with iron wheels made by a blacksmith in Fernsbol. We don't know much more about this rolling vessel. It was not just nothing more than a horse wagon.

It is said that during the first test it carried a tremendous sound on the Torsby streets. Furthermore the engine stopped unfounded when climbing uphill. The grocery errand boy had to push.

This first car became the main groundwork for his next trial.

During WWI Lindstrom started a workshop. He understood that this was his main task in life. He was not afraid to tell people what his goal was, a self rolling vehicle. In this way he was just the same type as the locomotive driver Hockenstrom in Bollnas. None of them where much in a harry.

Some time after 1919 Lindstrom build a workshop. It's place was just behind job center house today. The work shop stayed in place till 1965.

An important man for Lindstroms car building had moved to Torsby, Simon Resare. He had started to produce small boat engines. He was also an educated joiner and foreman.

Lindström got good contact with this man and he got also a helper in his works with Gottfrid Hansson.

Anders Lindström was not the man who worked with the production. It was a luck that Gottfrid had moved to Torsby and could take over the lead of car production.

Now a car was growing in the old workshop. The engine which Anders had made drawings for, was made at Solberga Works in Forshaga. All which during the second part of 1900 have worked at machine shops may remember the well known Solberga drilling machine.

The assembling of the engine which Resare was responsible for, had 2 cyl. in a V and was air cold. It gave 20 ps. This was the cause for the the car got a virtual cooler, made of standing small copper pipes. Gottfrid designed the chariot. According the customary of the time it was made of veneer sheet.

The car had place for three persons. Power for driving was over cardan to the rear wheels. Some uncertainty about this is about the third car, which had a 4 cyl. engine and was water or air cold.

The frame was constructed by 2" pipes with crossovers. Lindstrom's workshop had no gas welding. Instead the frame had to be brass brazed. For this they used a blowtorch. Gas welding was not common until 1916, when Gustaf Dalén started a welding school at AGA in Stockholm. Gottfrid tells that they made the cooler from brass pipes, but it was just a virtual one. The third car may also been air cold?

The interior equipment was made by a saddler firm owned by Fritz Bergman. The engine was tested secretly inside the works. All this work took 2 years.

The 79 years old Gottfrind Hansson told Bengt Hansson who has written the article in motor magazine Signalhornet 1978.

"When we was going to drive the car out of the works, I was really nervous and drove backwards against a tree. We had to cur down it and some smaller trees in order to drive the car out. Then we had free way".

The car was named to LT-car. The letters came from Lindstrom- Torsby, but people cold it "Slow Production".  In Swedish "Langsam tillverkning".

Whole this project had of course got much interest in Torsby and around. Even the country councilor Emil Rylander had got a promise to buy the first ready made car for 6000 Skr. He was the most interested person to get the car ready made. When the first car was delivered Lindstrom had orders for 50 cars.

Now Lindstrom had been tired of building cars and instead continued to work with ordinary things in his shop. Among this building chariots. In county of Varmland it is supposed that there is a Stoewer 1910 equipped with a Lindstrom chariot.

The project with the LT-car was sold to two men, who had started a firm in Örebro, Alcometall 1922. There were  two engineers Carl Adolf von Malmberg and Carl Molin. They had returned from USA where they had got a patent for an alloy which was called Dirigold. It was used for table sets, household utensils and others. But even for handles and equipment for cars.

They bought the n:o three car for a small sum of money and also employed Simon Resare. They needed a good foreman. Here it was the meaning that the third car was to be built. It got a 4 cyl. engine. The car became though not ready made because the two engineers sold their firm and chose to start in USA 1925 instead. There was more money to earn in USA.

In any way Alco metal had a good living of their product range. They owned the rights for the alloy in Europe up to 1939. In this company Johnsson & Hill was involved. Later named Johnsson Metal, which started 1940.

The spin off today from AlcoMetal is Alco Propeller which is living today, 2014. They produce propellers and turbine parts and is working on the international market. In cooperation with  Österby Foundry. Today the owner structure is so difficult that any connection with the LT car is hard to see.

Simon Resare now moved back with the car to Torsby 1925 and made it ready in the old works of Lindstrom. The ready car n:o 3 was sold to Julius in Kallnas in Norway. He sold it later to Joan Bye in Grue-Finnskog. This next last owner changed it against 2 horse harness and 2 halters from Fritiof Hakansson in Flisa. Here all information ends, mostly for Fritiof's bad memory and age.

This was the way that Sweden developed. From a local artful and stubborn men, who had crazy ideas, several large international companies were created. The LT car has it's place in Swedish industrial history. Compare names like Hult, Ljungström, Nobel och Sven Wingquist.

Page 10


Swedish version


Detail of Minervette at Svedinos. Ref 1
Detail of Minervette at Svedinos. Ref 1
Detail of Minerevette at Svedinos. Ref 1
Detail of Minerevette at Svedinos. Ref 1



Minerva car

Minervette at Svedinos car museum. Behind Rovin D4. Ref. 1
Minervette at Svedinos car museum. Behind Rovin D4. Ref. 1

Sylvain de Jong carried on 1897 a bicycle factory and what it produced carried the name Minerva.

Two years later he started to produce small engines and motorcycles. 1903 he changed the name of his firm name to Minerva Ltd.

At the same time he prepared serial production of a small car with a one cylinder engine. These first Minervette cars was presented the market 1905.

Three years later he bought a production license for Knight sleeve valve engine and with this engine construction he produced excellent cars.

When de Jongs died 1928 and during the following years of crises for the failing company. 1934 the Belgian company was merged with Imperia concern with the name Socitété Nouvelle des Automobiles Minerva. But the Minerva independence was lost and Minerva  became a joining factory and Minerva became Imperia.

The shown Minervette has been fully renovated by former technical foreman at Tidaholm factory, George Axelsson. At this factory 1903-1932 lorries and fire cars were produced.

Text after info at  Svedino museum.

Page 11

Swedish version

Rovin D2 1948
Picture from Signalhornet 2 1981. Rovin as found. Ref 39
Picture from Signalhornet 2 1981. Rovin as found. Ref 39
Picture from Signalhornet 6 1982. Ref 39
Picture from Signalhornet 6 1982. Ref 39
Picture from Signalhornet 6 1982. Ref 39
Picture from Signalhornet 6 1982. Ref 39
Picture from Signalhornet 6-1982. Ref 39
Picture from Signalhornet 6-1982. Ref 39
Picture from collection series. Modell D1. Ref 1
Picture from collection series. Modell D1. Ref 1
Text from collection series. Ref 1
Text from collection series. Ref 1
Rovin D4 at Svedino museum. Ref. 1
Rovin D4 at Svedino museum. Ref. 1
Wilhelm Carlsson in his Rovin. Picture from Signalhornet. Ref 39
Wilhelm Carlsson in his Rovin. Picture from Signalhornet. Ref 39

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

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

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

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

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

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

The D1 model from Rovin had a single cylinder engine with 260 cc and gave only 6.5 ps. But today it is unsure if any car was ready to be sold. Rovin D3. Ref 49
Rovin D3. Ref 49

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

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

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

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

Raoul Maquis de Rovin died 1949 and his brother Robert took over the company. May be he was not as interested as his older brother. Rovin D4. Ref 49
Rovin D4. Ref 49

Page 12 Back

Swedish version

SAF bilen

Picture from document about SAF-car. Ref 1
Picture from document about SAF-car. Ref 1
Picture from document about SAF-car.Outside Manor house in Regnsjö. Ref 1
Picture from document about SAF-car.Outside Manor house in Regnsjö. Ref 1
Picture from document about SAF-car. Ref 1
Picture from document about SAF-car. Ref 1
Bild ur konkursredovisningen av SAF. Bilden visar till salubilen. Ref 1
Picture from the banruptcy papers for SAF. Picture shows the sale care. Ref 1


SAF-car story
pdf-file 43 pages

SAF car

SAF pictures

Picture from document about SAF-car. Ref 1
Picture from document about SAF-car. Ref 1
During may travels round in Sweden to find and search for old cars. I had the luck to get in contact with Goran in Bollnas. He new the area with Regnsjo car and SAF car.

One summer we travelled around and looked at these historical places and also the local folk museums. These places take with respect care of the historical history of the area.

I have written about the Regnsjo car on another place and here I will tell you about the SAF car.

Through luck I came over a document about the SAF car written by Jussi Hieta.

I photographed these papers while my travel fellows got coffee. I was in a hurry and some of the photos didn't became good. These photos can be seen in the link, but only in Swedish.

In what way how the early discussions went on in Bollnas are not told. These kind of investments are only created when someone have earned so much money and have a need to place the money in a good way. Anders Jonsson had earned much money for his "Jonit plate". This became later named wallboard.

As far as Bror Bellander concerned (no relative to writer of this website). Same is concerning L Bellander who will be known in America.

Any way it is Anders Jonsson who is the leading person and has money enough to invest.

Jonsson and Gullberg made the voyage to USA before the company is constituted. There they had the mission to put orders for cars and parts to start the company. Gullberg had lived and worked there for 7 years at Ford, Hudson and Studebaker. Pullman went bankruptcy 1917 and here they bought cars and parts from the bankrupt's stock.

Gullberg met L. Bellander who was offered to be foreman in Bollnas. This was not settled when L. Bellander came to Bollnas and he disappeared silently back to America.

Because of this travel the time was short to build the works and employee workers. Most of the workers came from Anders Jonsson works in Regnsjo and and his joiner's workshop. The building of the "Regnsjo car" was stopped and also the snow car.

The border was pretty sure that it would be easy to sell cars in the area (Halsingland). A local firm which could deliver directly and also offered service must be good. But this showed to be overestimated. At this time people were used to wait.

The main cause that business didn't start quick enough was of course that the company was too underfinanced. Compare the investmenr for Thulinverken in Landskrona the 270 000 Skr for SAF was very little. Thulin works went bankrupt for one unpaid cool bill. Thulin works was rebuilt and lived as a chariot builder. Today a special part deliverer under the name Haldex AB.

To compare with what SKF had to invest to start Volvo production it is much more less. Volvo got a starting sum of 2 million and yet it was not enough. SKF had to put in money for several years. Not until 1929-30 Volvo earned enough with money and could start to pay back for their depts.

The reason why Gullberg and Jonsson chose Pullman was depending on two reasons. Pullman was on the way to stop production. Because of this SAF made a cheap business. It was no trouble if Pullman disappeared from the market because SAF intended to start production itself.

The Pullman car was very robust and could make a good work on the roads in Halsingland environment. May be a disadvantage that the car was open.

Following the SAF company buyings one can imagine that no one had any overarching control of it's expenses. Otherwise so large part of the joint stock had not been consumed so quickly.

But it was a brisk investment and what to be admired that the border wanted to make an effort for the development in Sweden. Something today companies wont do.

The number of cars that according the papers were registered were 22. The import of ready made cars were 10 and 16 chassis in order to make ready. At bankruptcy there was one complete car for sale and 3 chassis in unfinished condition. It could also, may be, that the very first cars never were registered. Compare the Regnsjo car from which only 2 of 10 produced could be found in the car register.

I have not heard of any surviving car and probably there is none either. The open wooden chariot became rotten and the rests of the car was rebuilt to a tractor. The robust engine was used in farming. Although there is interest around Bollnas to build up a copy from rests that can be found on the surroundings farms.

Page 13


Swedish version

Super B2 1912-1914 Earthworm

"Earthworm" stored. Ref 39
"Earthworm" stored. Ref 39"Earthworm" in store. Ref 39
"Earthworm" in store. Ref 39"Earthworm" in store. Ref 39
"Earthworm" in store. Ref 39"Earthworm" in store. Ref 39
"Earthworm" in store. Ref 39


Leveque-Ruby car

Anzani motor

Anzani cycle motors

"Earthworm". Ref 39
Super B2, "Earthworm". Ref 39
From Signalhornet 3-81. Ref. 39.
Text after Gustaf Lundinner.

This car was imported to Sweden and Sundsvall already 1914. Just before WWI. The first know owner was bank director O.W. Strömberg in Ånge and it was first registered 29/2 1916 (acc. to Swedish car registry).

The car changed owner on the 14/6 1918 for manager Einar Grangård in Fränsta. Next owner was photographer Gabriel Sandström 20/8 1919. Next owner Karl Edward Hjärpe 6/7 1923 acc to registry. He kept the car for two years in the little village of Viskan.

Autumn 1927 a tire explosion happened for Hjarpe and the cars topped in a ditch bank. The front end of the car with one steering spindle was damaged.

The car was left at Erik Jonsson in Torpshammar for repair. Hjarpe took the car out of register 1928. It was nearly forgotten. In 1930th it was back in Torpshammar for reparation at Gronborgs in Sundsvall, but nothing was done. Then it was transported to LV5, a military store, where it remained till 1939. Now it was towed to Elof Lennhult's car junkyard at Storgatan in Sundsvall. From him it was borrowed by children's day pulled by a horse.
"Earthworm" Swedish test from Signalhornet. Ref 39
"Earthworm" Swedish test from Signalhornet. Ref 39

The car succeeded from scraping and Lennhult gave the car away to  Medelpads Presevation Club. 1939. In this way the car was saved. Here it may be stored today? in the darkness and feels very lonely.

But what kind of car is it?
A French motorcycle car named Super B2 and manufactured sometime between 1912 and 1914. Original it had a single cylinder Anzani engine and belt drive. 2 seated with driver in front of passenger. This car has a V2 8 hp engine.

It reminds me that Anders Jonsson in Regnsjo made a car on the same theme, about the same year. Did he got the idea from Ange. He made business with sawed wood and surely had business in Ange.

The car was produced by Leveque brothers, who also sold the mark Ruby. It was possibly to chose between two kind of engines for this Super B2. A single cylinder Anzani or two cylinder water cooled Leveque engine with 8 ps. Power to the rear wheels were by 2 belts and had a variable gearing.

I have tried to search this car but have had no luck to find it. Today 2019 I at last found it in a museum in Sundsvall. Visited june 2019. Pics will be added.

Super B2. Text from Signalhornet part 2. Ref 39
Super B2. Text from Signalhornet part 2. Ref 39

Page 14


Swedish version


"Tjorven" Kalmar Workshop. Ref 49
"Tjorven" Kalmar Workshop. Ref 49
"Tjorven" Kalmar Workshop. Ref 49
 "Tjorven" Kalmar Workshop. Ref 49


Kalmar Workshop

Tjorven 1

"Tjorven" Kalmar Workshop. Ref 49
"Tjorven" Kalmar Workshop. Ref 49
Kalmar Works was a company which started 1902. Their main purpose was to serve those locomotives and railway wagons which used for traffic between Kalmar and Emmaboda.

The company lived with different missions up to 2005 after some reorganizations. At this point it was discontinued by Swedish state and the rests were sold to Finnish Cargotec.

As always when Swedish managers are not capable to get a company running managers from Finland are.

As a reparation works before 2005 it continued up to when the Swedish railroads were nationalized 1939. The works was taken over by the national Swedish railroads.

This gave much work and the company got large reparations orders from SJ.

In the 60th Kalmar search for new products and one was the post delivery car which was named after the dog in a TV series "Saltkråkan" by writer Astrid Lindgren. Tjorven.

The car got mainly the chassis from DAF with a 2 cylinder engine and automatic gearing power over a variable belt system. This system got the nickname "Belt Johan".

Some racing drivers were sponsored with cars and this power system was driven in the Swedish racing series.

Notably for these racing cars were at start the belts spinned on the starting grid so much that smoke clouds were established. This type of gearing was reconstructed after 2 years to normal type for the post cars.

The post car itself was constructed at Kalmar Works and the car was produced with a bottom frame on which an armed plastic chariot was mounted.

This need for a post delivery car was the development of Swedish villages where the need for short and many transports were necessary. Earlier all post had been carried with different types of cycles or mopeds or even earlier with 3 wheelers.

The post car became a powerful rationalization. The first car were delivered 1968 and post office laid a new order for another 1000. 1969 Kalmar had a production speed of 600. The factory also produced the chariot for Saab Sonett.

Kalmar could not keep a continuous  development without orders of an acceptable volume. 1971 the state decided to cease the production till 1974.

Tjorven disappeared but Kalmar Works got other orders for rail buses, passenger wagons from SJ for the new X2000 system. I myself sat on Adtranz in Vasteras making drawings for these rail buses. Then started also the so called Regional trains.

With this the Kalmar works continued during several reorganizations up to 2005.

Page 15


Swedish version

Why Not

Why Not. Ref 39
Why Not. Ref 39
Why Not. Ref 39
Why Not. Ref 39
Why Not. Ref 39
Why Not. Ref 39


"Why Not" outside garage. Ref 39
"Why Not" outside garage. Ref 39
From paper Signalhornet no 7 1981. Ref. 39

The newly educated engineer Börje Hallén got his first job at Motala Works. His salery at that time was only 450 Skr a month. This was not enough for him to buy a car 1948.

What to do for one interested in cars? Of course , build it yourself. This started in a garage, which at this time at the same time, was a shelter. There was no ventilation except the shelter ventilation system which worked by a hand driven air pump.

Here Bengt welded a frame by steel pipes. The welding was of course not allowed. He covered this frame with hard masonite. This made the chariot. Just to save weight he jumped over separate doors. The car had to manage the weight in order not to mount reverse gear. Furthermore the frame became more stiff. The engine cover was bent by a thin al-plate.

The engine was chosen when he came over a Husqvarna 550 2 cylinder air cold 13 ps engine from 1928. A blower was inbuilt in the engine for cooling.

Engine and gearbox were placed side by side and power to gearbox was made by chain.

To get the power to the rear axle it was distributed over a shortened T-Ford cardan. The rear axle was a shortened T-Ford axle. The rear axle got spiral springs and some supports that held it in place. The front axle was made by steel pipes in triangular. There were no uniballs at this time 1949, so he constructed it with a steel balls and rubber covers.

The steering wheel did he made from a bent copper pipe and supports. Because the cooper made the steering wheel very cold to hold it was later changed for PV wheel, it also was much nicer.

Bengt don't tell us how he made the front end, but he must have got an idea from Ford 1935 is clearly visible.

The registration control was almost ok 1950. The surveyor pointed out that he found brakes were bad, and they were. Bengt had to change to larger brake drums in the rear. He had no brakes in front. The car now cleared the control and vacation was saved that year.

How the car behaved on the road, I am not going to tell, but the family with the first born 9 months baby came back home after visiting friends in Orebro.

When "Why" not disappeared from the road world, there is no information.

Page 16


Swedish version


Höckenström car. Photo from Storvik Museum.  Ref 1
Höckenström car. Photo from Storvik Museum. Ref 1The overhead cam system. Picture from Signalhornet. Ref 39
The overhead cam system. Picture from Signalhornet. Ref 39The cooler at Storvik Museum. Ref 1
The cooler at Storvik Museum. Ref 1Photo frpm Styorvik Museum. Ref 1
Photo frpm Styorvik Museum. Ref 1Reart drive system. Photo from Storvik Museum.  Ref 39
Reart drive system. Photo from Storvik Museum. Ref 39Front steering system. Photo from Signalhornet. Ref 39
Front steering system. Photo from Signalhornet. Ref 39Id plates. Picture from Signalhornet. Ref 39
Id plates. Picture from Signalhornet. Ref 39


AHK Mässing Nickel

Storvik Prylmuseum

Refound engine parts

Höckenströms car.  Ref 1
Höckenströms car. Ref 1
All this text and pictures are from the  paper Signalhornet April 1987. Ref 39
The car is  in daily talk just called "Hockenstrom car". There is no official name for this locomotive like car, as in official registration papers it is just called the car 1910. This car is bound to the museum for one of the two remaining part still in existing, the cooler and the first engine.

The car was hard to kill, built by the legendary locomotive driver Lars Hockenstrom in Bollnas He was considered up to his dead 1928 as an odd person.

The cause for this was his meaning that he intended to build a car, and he did it! 
This during the first years of 2000 century. Most people in his area had in mind that the horse was much more reliable and also a horse had a better smell, than an automobile.

In Bollnas people still talk about Hockenstrom with great respect. The car is a continuous reminder for this man's energy. It was near that his car went forgotten for good.

When he died the car was stored in a outhouse and became known again when this house had to be removed for some years ago.
Stored on dry soil floor for half a century had not made damage the chariot so much. The chariot was made of wood and paper and fully undestroyed, just as the folding top, still original.

The car has been renovated with a light hand. The second owner, Wiktor Blomgren, who bought the complete estate of Hockenstrom have for the moment transferred the car to Ingvar Asph, who has started a car museum in the Rehnstedtska Manor in Bollnas.
The unique thing with the car is that all screws and nuts have been produced by Hockenstrom hands.
This has made that The Technical museum in Stockholm has been interested in the car. In Hockenstrom's mind it was important that his car should look like his dear locomotive.
The chariot is made of board from the local paper works. The original painting is tar and it is still ok.
The cylinder block is also made in a simple way. The cylinders are casted  at the local factory for casting in Arbra. He machined them in the local railroad workshop where Hockenstrom worked.

The first engine was a two cylinder boat engine from 1910 and it has been found in south of Sweden renovated. It had only a single horsepower and people told Hockenstrom that it was faster with a real horse. Of course they were right. But the obstinate man instead build himself a new 4 cylinder in line engine. It was equipped with a OHC camshaft. It was also air cooled.

The T-Ford specialist Bengt Hellstrom (not the owner) in Ljusne has renovated the car and is the only person that can get it running.

The only factory produced part he know about are the connecting rods, but they are reworked. They are T-Ford rods but extended 10-15 mm.
The crankshaft is built of a thick plate. The carburettor is also said to be home made, but during the storing time it has disappeared and instead a T-Ford carburetor is put in place. The original was stolen.
Camshaft lobes on the outside mounted shaft were adjustable. In this case Hockenstrom has for sure tested to get the right settings.
Every single screw and nut has different thread and dimension and can only be mounted in it's special place. Bengt Hellström discovered this when he put the engine together.

The camshaft chain is placed outside front of engine and is oil from a can filled with oil.
In the small garage store where the car slept it's about 50 year long storage, Hockenstrom worked with advanced, for this time, astronomy. Large mathematical calculations and many drawings for the car in this outhouse were burned and eventual spare parts for the car were sold once in time.

Bo Byman though was there and succeeded to lay his hand on the cooler for the first engine. It was placed on the pile for scraps.
The car is today complete drivable and has succeeded registration control without any note.
Wipers are missing but it is possible to clean with hand.

In principle the brakes are not sufficient but according the top speed of 35 to 40 km/h they are good enough.

Today this a bit special look like or ugly car seems to be fragile, but it was built before welding could be done and for this reason it is a technical masterpiece from a private man early 1900. Don't you think?

Note. The car was complete destroyed in a fire and exist no more. The only parts are the cooler in this Odds and Ends museum and the water cooled engine (the first) which was noticed in paper Signalhornet Sept. 1987. The seller though is dead and a child don't know which one took care of it. Some engine parts are found from the burned car.
See link.

Page 17


Swedish version


Cederholm second car at Johannamuseum. Ref 49
Cederholm second car at Johannamuseum. Ref 49
This i the steam engine system below foot rest. Ref. 1
This i the steam engine system below foot rest. Ref. 1
Steam engine systen seen from left side. Ref. 1
Steam engine systen seen from left side. Ref. 1
Info page 1. Ref. 1
Info page 1. Ref. 1
Info page 2. Ref. 1
Info page 2. Ref. 1
Info page 3. Ref. 1
Info page 3. Ref. 1
Info page 4. Ref. 1
Info page 4. Ref. 1
Entrance Ystad military museum. Ref. 1
Entrance Ystad military museum. Ref. 1
Anders took an idea from "Flugan"  how steam pipes was to be mounted. Ref 49
Anders took an idea from "Flugan" how steam pipes was to be mounted. Ref 49
Cederholm's second car. Ref 49
Cederholm's second car. Ref 49
In city of Ystad there was a master painter and his brother who was a black smith. These two men was Anders (1858-1925) and Jons (1855-1925) Cederholm.

Anders wanted to make a vehicle in order to make his visits in town center. They had a summer house just outside the east part of the city. Today it is named Sandskogen.

Here many of the well-situated people in Ystad had there houses on the south side of the road to the east. The two brothers had also a house here where there "motor cycle" was kept. This work shop was situated on the "Tradgards street".

Anders brother Jons worked in a weapon factory i Stockholm and also at Separator. These two factories are well known as several famous Swedish inventors started there working lives there. Jons moved 1890 to Ystad and opened there a black smith work shop.

Now the work with building the car was speeded up. They also got help from a wagon builder, Ander Eliasson in Eslov. They had also close contact with manager Nyberg in Stockholm who made trials with an air plane named " the Flea". It is important to have the right contacts.
Nyrop and Ask, in Landskrona, who built the first airplane named "grasshopper" and it actually flew a little. They cooperated later with Thulin and formed AETA.

Anders supposed that a steam machine could be used for power. They build, mostly Jons, the first trial for a self rolling vehicle, while Anders constructed the steam engine. The car got lastly a mid engine steam engine. 1892-1894.

The brothers had bad knowledge how to design steering. The vehicle had a central box which served as a frame. To this unit they mounted almost 2 m high wheels which Jons made of iron band and lots of spokes according to normal way of the time. Each wheel had spiral springs and were positioned with a shaft.

May be Anders was not aimed to be a master painter as his interest was more for mechanics and steam machines.

He has written his ideas how to build a steam machine. He had no direct education in steam technics and thermodynamics. But these educations never stop an enthusiast.

When the brothers for the first time was out on trial driving 1892, the vehicle was well rolling straight forward, but when turning it stuck in the sand and rear axle was bent. Also the gears and chain broke. They must get help from a horse to come home.

They didn't stop trying and started at once to produce a new model including a new type of steering. The steam machine was developed and got double acting cylinders and was mounted in the middle of the new vehicle.

The old vehicle was equipped with central pivot steering, just the same as normal horse wagons had. This was not good for a car like this. Instead they had to rebuild it with a straight front axle and wheels mounted on spindle axles. The wheel could now turn around this axle.

This car became much easier to drive as they had copied the American buggy cars. See link.

It was easy to drive to the town but around the small street corners it was too heavy to handle.

The car was now stored. May be it was forgotten. One man Manfred Almquist (1911-1996) got the task? to renovate the old Cederholm car.

Cederholm stopped working as a painter 1910 and 1915 the car was donated to Ystad Preservation Club. Since 1967 it has been placed at Johanna Museum. From 2013 it is back in Ystad at the Military museum.

Page 18


Swedish version



Lambert. Ref. 1
Lambert c:a 1905
Engine: 1 cyl aircold =.0,6 litres, power ca 8 ps, top speed 35 km/h. The engine is marked on the oil pan with "Lambert Express". weight 290 kg. Namber produced 1 by Lambert Nilsson Köping.

At the car museum in Köping Sweden there is one on Lambert Nilsson build car about 1905. A smal car with iron reinforced wooden frame equipped with half elliptical plate springs. The engine is one cyl. four stroke with side valves of his own construction. He made only this car. It became never ready made. After a joerney to sudy car production 1908 to Minerva in Belgium, Lambert went back and continued his normal work. (Text acc. to museum info).

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
Museum joerney 2018
My ArtGlas collection
Munktell museum
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 owners have been used in with the appropriate allowance:
Reference 1: © Björn Bellander  bjorn.bellander(at)
Reference 39: © Hasse Carlsson Signalhornet
Reference 48:© From website

Reference 49: ©Picture from Wikipedia
This website handle small car producers.
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© Copyright Björn Bellander 2006-