1939 Talbot-Lago T150 C SS Images, Information and History (CSS, T-150, T-150-C-SS, T150CSS)

1938 T150C

1939 Talbot-Lago T150 C SS news, pictures, and information
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			Coupe Chassis Num: 90060 Engine Num: 85178
Sold for $418,000 at 2013 Gooding & Company.

At a time when cars were still featuring running boards, flat fenders and numerous squared-off edges, Talbot-Lago were implementing designs centered around the growing study of aerodynamics and of futuristic designs. And while the Figoni & Falaschi example of the 150C would be the first example to come to mind, even the Talbot-Lago factory itself would create a 150C with flowing and curvaceous lines. And one of their very best would be made available at the 2013 Gooding & Company auction in Scottsdale, Arizona.

Aerodynamics in car design would get a boost following the First World War. The airplane was rapidly evolving and aerodynamics was driving the evolution. It made sense, especially to the French car makers of the time, that aerodynamics certainly should play a part in car design as well.

To coachbuilders of the time this move toward a focus on aerodynamics meant nothing more than a further artistic license. Any aerodynamic and efficiency benefit that resulted was nothing more than a nice little bonus. However, because artistry still weighed more heavily than science within the minds of the public some truly fantastic and innovative designs resulted.

Figoni & Falaschi would take their artistic license to the absolute edge of revolutionary design and would create some designs that appeared straight out of science-fiction. This was all part of Lago's design when it took over the struggling Sunbeam-Talbot-Darracq automobile company.

Lago understood the advantages of marketing an automotive company that was successful on the track. Therefore, the company would save the Talbot name and would make its intention to construct and campaign race cars.

By the 1930s, aerodynamics was beginning to play a role in car design for motor racing. Therefore, in an effort to save costs, and to fulfill the company's vision of injecting modern design into their automobiles, Lago would build comparable chassis for the track and for the road.

Lago had its basis, now it needed its power. This would come in the form of an existing Talbot six-cylinder engine design. However, the engine would be updated by including hemispherical combustion chambers and increasing the engine's displacement up to 4.0-liters. The result would be a car that was very comfortable at speeds of 100mph or more.

At the same time the Talbot-Lago company was concerned with its racing cars, coachbuilders, like Figoni & Falaschi and Portout, would be receiving similar empty chassis canvases upon which they could assemble their masterful artistry.

So while the T150C chassis would go on to considerable success on the track, they would also go on to great acclaim amongst those who on frequent the city streets. Racing drivers got the performance of the T150C. The road-going customer got the artistry and the avant-garde of the automotive industry.

While the most note-worthy and spectacular of the T150C road-going cars were built by expert coachbuilders, not all examples would be completed by outside coachbuilders. By the time the T150C even made its first appearance in 1937 trouble was brewing in Europe. By its second year of production, the T150C and everyone involved would be threatened by the outbreak of war. Therefore, not all chassis would be sent to coachbuilders for their now-famed bodies to grace. There would be a number of cars that would be completed in-house, and chassis 90060 would be just such an example.

Believed to be one of the final T150Cs to be built before production came to a halt because of the war, chassis 90060 is graced by factory coachwork. The chassis itself is actually a longer version of the T150C chassis and would suit the beautiful blend of the present and future exhibited in the design of the Talbot-Lago coachbuilt T150C.

When completed, the car would be delivered to its first owner, a French doctor. Owning anything like this with the German Wehrmacht soon to be mobilized was not a good idea. Therefore, the car would be hidden away until the war came to an end. Still, the car would live quietly for a number of years until it emerged in southern California in the 1950s.

Though moved to southern California, the Talbot-Lago would remain well looked after and cared for while stored away in Santa Barbara. Then, in the mid-1970s, Richard Straman would come to own the car.

Straman believed he had a car capable of success in such concours events as Pebble Beach. However, at that time, the time was not in the type of condition needed to be able to garner such acclaim. Therefore, Straman would set about restoring the car in his own workshops. He would determine to change the finish of the car, which had been gray. Instead, he would go with the racing colors of France, but just a little darker. Complete in French Blue, Straman would set about bringing out the chrome accents on the fenders and that encircles the body itself.

Sticking with the French influence, Straman would determine to have the four-place interior completed in crimson leather. Sporting wood accents on the top of the doors and on the dashboard, the interior would have to be described as spacious, supple, and yet, tastefully simple. Accented by Jaeger instruments and a leaf spring-style steering wheel, the interior of the Talbot-Lago bodied T150C certainly appears ready-made for jaunts across the French countryside.

Finally completed, 90060 would stroll onto the fairway at Pebble Beach in 1986 and would instantly attract a crowd of pleased on-lookers. The restoration and the mere presence of the car would end up being rewarded with First in Class honors. This would be followed by a feature in a Salon article in Road & Track and would eventually lead to a number of honors garnered over the years.

The sheer quality and exquisiteness of the Talbot-Lago would be realized when it would win top honors at a CCCA Grand Classic event and would score 100 points in subsequent concours meetings, and this, years after its restoration.

Acquired by the consignor in 2002, the car still presents tremendously well even decades after its restoration. However, in present years the car has remained hidden away. That is, until now.

An understated member of the T150C family, 90060 is still a car that is not to be passed over. It too has inherited many blessings from the T150 family and its many honors over the years merely attest to such a fact. Estimates prior to auction have the 1939 Talbot-Lago T150C Coupe garnering between $450,000 and $650,000.

Sources:
'Lot No. 020: 1939 Talbot-Lago T150C Coupe', (http://www.goodingco.com/car/1939-talbot-lago-t150-c). Gooding & Company. http://www.goodingco.com/car/1939-talbot-lago-t150-c. Retrieved 16 January 2013.

'1938 Talbot-Lago T150C News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z10997/Talbot-Lago-T150C.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z10997/Talbot-Lago-T150C.aspx. Retrieved 16 January 2013.

'Talbot-Lago T150C SS Figoni & Falaschi Teardrop Coupe', (http://www.ultimatecarpage.com/car/2861/Talbot-Lago-T150C-SS-Figoni-and-Falaschi-Teardrop-Coupe.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/2861/Talbot-Lago-T150C-SS-Figoni-and-Falaschi-Teardrop-Coupe.html. Retrieved 16 January 2013.

By Jeremy McMullen

Talbot-Lago was a company formed by the collapse of Sunbeam-Talbot-Darracq in 1935. Anthony Lago, founder of the company, set-out to produce a line of exclusive and expensive sports cars. The cars initially used six-cylinder engines, but later models featured eight-cylinder engines, and the occasional cheaper engines to help increase sales.

In 1936 the T150-C entered the scene. Lago was able to persued the famous driver Rene Dreyfus to leave the Ferrari organization, and race for the Talbot-Lago driving team at the French Grand Prix at Montlhery.

The Talbots featured metallic paints and dual-tone finishes. This was the influence of Figoni. Chrome was decorated along the edgework of many of his vehicles.

There were fourteen Talbot-Lago T150C SS Series created by Figoni between 1937 and 1939. Many still exist today. A true testament to the beauty and craftsmanship of these vehicles.

In 1959 the company was taken over by Simca.
By Daniel Vaughan | Oct 2006

			Coupe Coachwork: Pourtout Designer: Georges Paulin Chassis Num: 90120 Engine Num: 17318-C
Sold for $4,847,000 at 2008 Bonhams. Sold for $4,847,000 at 2008 Bonhams.

This Talbot-Lago T150 C SSs with Pourtout Aerocoupé body is one of four examples created of this type. This car, along with two others, are believed to still remain. The fourth car is rumored to still exist in the form of pieces. However, this remains a rumor as evidence, including pictures, have not yet been shown. The other two cars are in private collections. In 2008, this example - chassis number 90120 - was offered for sale at the 'Quail Lodge, A Sale of Exceptional Motorcars and Automobilia' presented by Bonhams Auction.

Antonio Franco Lago was born in Venice in 1893. At an early age, the family moved to Bergamo, where Lago's father worked as manager of the municipal theater. Tony grew up in a household full of actors and musicians, and government officials. This allowed Tony to meet a wide range of important people, and to foster relationships with people who would one day achieve prominence, such as Pope John IV and Mussolini.

Understanding the current government and the conditions that existed at the time, Tony always carried a hand grenade with him. One day, three individuals from the fascist youth came into a trattoria after him, but shot the owners first. Tony pulled the pin on his grenade, threw it, and ran out the back door. The explosion killed one of the assailants, and Tony knew immediately he had to flee. In 1919, he fled to Paris.

He earned engineering degrees and worked for Pratt and Whitney, before settling in England in the 1920s. During the war, his resourcefulness and ambition earned him the rank of Major in the French Army.

By the early 1930s, Lago had negotiated the rights to market the Wilson pre-selector gearbox. This technology allowed the selection of a gear with a lever in advance of its need. The gear would be engaged when the clutch was operated.

During the 1920s, the Talbot factory in Paris acquired a large amount of debut due to overspending on Grand Prix racing. It was an antiquated plant with a slow selling product. Lago made a deal with the British parent of Sunbeam-Talbot-Darracq where he would be paid a salary, and in turn, would turn the French side of the company around. The profits from the sale would be shared. In 1933, he moved to France.

In 1934, working with his engineer Walter Brecchia, the existing Talbot T120 model was upgraded to the T150. This was done with the help of a new hemispherical combustion chamber cylinder head for the three-liter engine. To promote the cars, Tony employed several ingenious and creative methods. He prepared three cars and had them painted in the French tri-color of Red, White and blue. The cars were entered in Concours d'Elegance in the Bois de Boulogne in June 1934. They were powered by the old T-120 engine as the new head was not yet ready. Behind the wheel of each car were well-known female racing drivers. All were clothed in elegantly tailored outfits with colors that matched their cars. Topping off the ensemble were berets. The following weekend, Tony had the same three cars, and the same three ladies, present the cars to the French motoring industry at an affair at the Prince of Wales hotel. After the event, the three ladies and the cars were sent to another concours sponsored by a Paris newspaper.

Once the revised cylinder heads were ready, he attempted to promote his cars through racing. In 1935, a T-150 sedan was entered at LeMans and ran as high as 11th before it was forced to retire. Rule changes for the following year put class displacement limits for sports car racing with breaks at 2 and 4 liters. Lago created a 4-liter version of the T-150, but still had no success in racing. Sales remained slow as well, partly due to the recession in France.

Still trying to prove his vehicles performance potential, Lago attempted to travel 100 miles in an hour on the banked portion of the Montlhèry course. The goal was ascertained and the Talbot-Lago's stature continued to evolve in the sporting community.

By 1937, the lightweight version of the T-150C was introduced. The older 4-liter version and the new lightweight examples began winning at a plethora of arenas, including at Marseilles, where they finished 1-2-3-5, Tunisia, Montlhèry (top three spots) and the British Tourist Trophy.

In August, Lago introduced a touring version of the open T-150 Cs that were often seen racing and winning. At the Paris-Nice Criterium de Tourisme, the new 'T150 C SS' was introduced and under the bonnet was a four-liter, six-cylinder overhead valve engine breathing through triple Zenith-Stromberg carburetors, similar to the racing version. It was fitted with a Wilson pre-selector gearbox which sent the 140 horsepower to the rear wheels. The body was by Paris coachbuilder, Figoni and Falaschi. The result was an elegant, impressive, and awe-inspiring coupe coupled with a racing legacy that was tried-and-true.

There were fewer than 30 examples of the T-150 C SS models created. Most were given coachwork by Figoni and Falaschi. Only four Pourtout Aerocoupés were created.

Marcel Pourtout
Marcel Pourtout, based in Paris, began his craft in the mid-twenties with his wife managing the books. His clientele were the rich and famous and his platform were among the elite of the era, including Delahaye, Bentley, Delage, Peugeot, Lancia, and eventually, Talbot.

In the early 1930s, Pourtout met Georges Paulin. Paulin, with urging from his father, had become a dentist. His father served in World War I and his mother was killed in a Paris street by a 200 pound shell fired by a Germany artillery device. Though he worked as a dentist, his real interest was in aerodynamics and the automobile. He later returned to Paris where he designed and patented a retractable steel top, which would later be used on several Pourtout bodies. Pourtout also worked with Paris Peugeot dealer, Emile Darl'mat. This connection would ultimately bring all three men together; Paulin became Pourtout's designer.

During the mid-1930s, Paulin design some of the most memorable designs ever created, which were then created by Pourtout. Three such examples include the Delage D-8 120, the Peugeot Darl'mat, and the Embiricos Bentley. Near the end of the run was the Talbot T-150 C SS. It had an Aerocoupe body similar to the Figoni and Falaschi design, but more aerodynamic.

The war would bring Talbot production to an end. Paulin would become an agent of the British Secret Service, who was later captured and executed by the Nazis in 1942.

After the war, the Talbot Company continued with automobile production and with racing. They were always on the verge of bankruptcy, and much of time fully immersed in racing, occasionally winning a Grand Prix in the 1940s and 1950s. In 1950, they finally were victorious at Le Mans with the T-26 powered by an updated version of the T-150 engine. By 1958, after having been in receivership four times, the company was merged into Simca and was out of business a year later.

Chassis 90120
This T-150 C SS was owned by a wealthy amateur sportsman after the Second World War. It was raced in 1950 and 1951, and won overall or in his class in many events, including Orléans, the Circuit de Bressuire, Agen and the Mount Ventoux Hillclimb. In 1953, the owner, Pierre Boncompagni, died in a race in Hyeres while driving a Ferrari.

Years later, the car was in the United States in the ownership of James R. Stannard Jr. in Long Beach. In the early 1960s, it was purchased by Lindsey Locke of Southern California. It has not changed hands since Locke's purchase. The Bonhams Auction was one of the rare opportunities to purchase this magnificent and very rare automobile. This rare vehicle was purchased for the sum of $4,847,000 inclusive of buyer's premium.
By Daniel Vaughan | Dec 2008

Coupe
Coachwork: Pourtout
Designer: Georges Paulin
Chassis Num: 90119

The Talbot-Lago T-150-C chassis provided a superb platform for talented coachbuilders to construct the elegant, and often flamboyant, curvaceous coupe bodies. They were streamlined, sleek, and light enough to race competitively. Joseph Figoni and Ovidio Falaschi built twelve of these tear-drop styled cars, known as Goutte d'Eau (drop of water) between 1937 and 1939. They received the nickname, 'New York Style coupes' because the first example was introduced at the New York Auto Show. Five more were built in a different notchback Teardrop style and were named 'Jeancart,' after a wealthy French patron who commissioned the first example. Historian Richard Adatto noted that it took the Figoni and Falaschi craftsman some 2,100 hours to complete a custom body. Since they were hand built, no two Teardrop coupes were exactly alike.

This berlinetta was built by Carrosserie Marcel Pourtout. The styling was handled by their top designer, Georges Paulin, who had earlier sketched a one-of-a-kind Bentley coupe for Andre Embiricos. This fastback represents yet another variation of the teardrop style. In comparison to the earlier Figoni efforts, this example has a more masculine and aggressive appearance. The car was commissioned by Monsieur Parent, a wealthy amateur racer who competed in a few regional events.

This vehicle, chassis number 90119, was stored safely in a warehouse in Marseille and was raced after the war by Domenic Sales. An American, David Leopold, saw the car in Paris, bought it and shipped it home. It went through several care takers over the years before being purchased in 2000 by the current owner.

This vehicle is one of only four Pourtout-bodied 'Teardrop' Talbots that were built. It is powered by an overhead valve, hemispherical head six-cylinder engine that offers 170 horsepower. There is a four-speed Wilson Pre-selector manual gearbox and a wheelbase that measures 104-inches.
By Daniel Vaughan | Jul 2011

Anthony Lago had taken over control of the Talbot factory in Suresnes after the merger with Sunbeam and Darracq had collapsed in 1936. By 1937 he had introduced a new line of vehicles, two of which were entered in the grueling 24 Hours of Le Mans. He continued his racing endeavors by moving to single-seat racers and by 1939 a purpose-built Grand Prix car had been completed. The onset of World War II slowed the racing endeavors but after the war and with the assistance of Carlo Marchetti an overall win at Le Mans was achieved.

The T26 was powered by a six-cylinder, DOHC cam engine that produced nearly 200 horsepower. The drum brakes on all four corners provided ample stopping power while the live-axle with semi-elliptic leaf springs rear suspension provided the necessary support needed in the corners at speed.

The Talbot-Lago T26 models were exquisite creations outfitted with coach work provided by some of the world's greatest coachbuilders. Never produced in large numbers, these T26 models are extremely rare and exclusive by today's standards.

Giuseppe Figoni was a brilliant artist who worked with metal to produce some of the most unique and flowing coach-bodies of all time. His designs amplified his hatred of the wind; the force that caused drag and crippled the cars power. His creations often centered around this hatred, evident by the streamlined designs, flush door handles, steeply raked windshield, sloping fastback, and enclosures for wheels and tires. The elegance of the Figoni et Falaschi designed vehicles are sensual and their curvy creations are regarded as art. Ovidio Falaschi provided the working capital and business expertise while Joseph Figoni created the sophisticated three dimensional design concepts.

In 1936 the T150-C entered the scene. Lago was able to persuade the famous driver Rene Dreyfus to leave the Ferrari organization, and race for the Talbot-Lago driving team at the French Grand Prix at Montlhery.

The Talbots featured metallic paints and dual-tone finishes. This was the influence of Figoni. Chrome was decorated along the edgework of many of his vehicles. Nearly all of the T150Cs were bodied by Figoni & Falaschi in a two-seater roadster design with the intent of using them for competition. A coupe version was created and offered to their wealthiest of clients.

The T150Cs had very curveacous body that were inspired by aerodynamic principles and aided the six-cylinder powerplant in doing its job of carrying the cars past their competition. The very elegant yet dramatic and bold design of the T150C was able remain stable at high speeds, a luxury it enjoyed on the long straight stretched of the LeMans raceway.

The first car was on display at the 1937 Paris Motorshow where it was given the nickname 'Goutte d'Eau' meaning water drop. The English translated the word to 'teardrop', in either case, the terms were appropriate, as its cycle fenders and body designed mimicked the form and gave the vehicles the illusion of motion even at stand-still.

There were two design of the Teardrop, the first being the notchback coupe dubbed the 'Jeancart'. This name was given to the car after the individual who commissioned the design. The second version was the 'New York' style which made its unveiling in the city of New York. There were eleven New York styles created and only five of the Jeancart. Again, since these were custom built, hand formed automobiles, each possesses their own unique qualities.

At the 1938 24 Hours of LeMans, a Talbot T-150C finished in third place behind two very fast Delahayes. In other types of competition, such as concours events and other 'beauty' contests, the Talbot-Lago's are regular winners. Though the duo of Figoni & Falashi only produced vehicles for a short part of history, they are among the most celebrated and memorable ever created.
By Daniel Vaughan | Oct 2007

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1939 Talbot-Lago T150 C SS news, pictures, and information