1938 Talbot-Lago T120

The A. Darracq & Cie. was founded in 1896 in Suresnes, Hauts de Seine (outside Paris), by Alexandre Darracq. He remained with the company company until 1912, and in 1922, the new owners renamed the Darracq business Automobiles Talbot. The production cars wore the Talbot badge, while the competition cars received the Darracq badge. When sold in Britain, the cars were badged as Darracq, Darracq-Talbot or Talbot-Darracq since there was already a British Talbot car. British Talbot cars were built in London by Clement-Talbot Limited. Formed in 1902, the company initially imported French-made Clement cars until a new factory was ready for UK manufacture. The name was derived from the family of the Earl of Shrewsbury and Talbot, company director and leading shareholder, who had been importing Clement cars since 1900.

In 1934, the Anglo-French Sunbeam-Talbot-Darracq (STD) combine was acquired by Rootes Securities. The former Talbot business in France was committed to the manager of the Suresnes plant, Major Anthony 'Tony' Lago, who would acquire the factory and continued production, selling his cars as Talbot Lago in France. Focusing on sports car production and Grand Prix racing, the revitalized marque won the French Grand Prix and the Tourist Trophy in 1937. The years that followed, however, were rough as the company struggled against the state-subsidized German and Italian opposition.

Talbot (Clément-Talbot Limited) had been the most successful division of Sunbeam-Talbot-Darracq and may have been able to avoid the Rootes takeover in 1935 had it not been for its weaker partners. Its solid financial footing had been achieved through a succession of well-engineered products. Talbot's Chief Engineer from 1916 was Swiss-born Georges Roesch, who helped rescue the company from the brink of failure with the introduction of the 14/45 in 1926. Powered by a six-cylinder overhead-valve engine, this new model was soon followed by the 75 and 90 models, the latter helping Talbot rebuild its sporting persona. The 3.0-liter 105 arrived in 1931 equipped with a new six-cylinder engine with staggered valves for improved breathing. Luvax adjustable dampers and the Roesch-designed, Wilson pre-selector gearbox arrived in 1933, with the gearbox augmented for 1935 by Talbot's 'traffic clutch' which allowed sequential upward gear changes. The 3.4-liter 110 Model of 1935 introduced a new dropped chassis frame.

Antonio Franco Lago
Antonio Lago was born in Venice in 1893 and during the First World War, he achieved the rank of major in the Italian Air Force. He was a founding member of the Italian National Fascist Party, and his beliefs led to a violent dispute with Benito Mussolini resulting in his fleeing to France. He settled in England during the 1920s and changed his name to Anthony. He represented Isotta Fraschini at showrooms in North Audley Street, Mayfair, later became technical director of L.A.P. Engineering, and then director of Self-Changing Gears Ltd owned by Walter Gordon Wilson and John Davenport Siddeley, which manufactured Wilson pre-selector gearboxes. In 1933, Lago move to France to manage the ailing French subsidiary of S.T.D. Motors, Automobiles Talbot S.A.

The French company was indebted to French bankers, and had antiquated plants and aging products. Anthony's plan was to reduce expenses, use racing for publicity, and build lightweight sporting cars. Both the racing cars and road-going vehicles were to be closely related, sharing similar components and characteristics.

When Automobiles Talbot S.A. was forced into receivership near the close of 1934, Lago converted his rights to export Wilson gearboxes into an option to acquire the factory and its machinery at Suresnes, and Automobiles Talbot S.A.

The Anthony Lago Era
The first Talbot-Lago cars built during the Anthony Lago era continued to use the existing X-braced, independently front-suspended chassis, with power sourced from three new six-cylinder engines designed by ex-FIAT engineer Walter Becchia. They included a 2.7-liter 15CV, 3.0-liter 17CV and 4.0-liter 23CV, the latter configured with inclined overhead valves set in hemispherical combustion chambers and opened by crossed pushrods. All three engines were paired with a four-speed Wilson Pre-Select transmission. Wheelbase sizes ranged from 2,9500 to 3,450mm. A smaller 2.4-liter four-cylinder model was offered on the French market only.

The Talbot-Lago T120 and T150 were introduced in October 1934 at the Paris Auto Show.

The Talbot-Lago T120
The T120 received a new 3.0-liter engine, in a lesser state of tune, in the lowered chassis of the T110. The T120 was offered in two different wheelbase lengths with the 120-inch platform carrying the same coachwork as the T110. The larger 130-inch platform of the T120 used the conventional frame of the superseded MF75.

The cast-iron six-cylinder engine would be the company's mainstay up to World War II. It had a four-bearing crankshaft and pushrod-operated overhead valves, which were arranged in line and delivered 80 horsepower with a 3.0-liter displacement size.

The chassis was suspended by an independent setup at the front with transverse leaf springs and friction shock absorbers, an open prop shaft, a spiral bevel back axle, and hydraulic dampers. Four-wheel mechanical drum brakes provided the stopping power.

The Talbot-Lago T150
The T150 was a 4.0-liter six-cylinder model with overhead valves, three carburetors, and hemispherical heads. Its new cylinder head dramatically improved volumetric efficiency and breathability, and the hemispherical head design featured a valve train actuated by a low-set camshaft with crossed pushrods, acting through both long and short rocker arms. The engine was paired with the four-speed Wilson Pre-Selector manual gearbox. The low-slung chassis was nearly identical to the company's competition cars, with a wheelbase size of 104 inches. It had drum brakes, a 120-liter fuel tank, Rudge knock-off wire wheels, and a single-shot lubrication system. The larger 116-inch (2.95m) wheelbase, called the 'Lago Speciale', was intended for more luxurious coachwork, increased luggage capacity, and two rear jump seats.

The four-liter '23 CV' engine in the Speciale produced 140 horsepower, and the competition cars were around 175 horsepower. Closer to World War II, engine output had risen to 200 horsepower due to larger carburetors.

The Type 150C SS ('C' for Corse' and 'SS' for Super Sport) was the company's top model and excelled as both a competition car and an exclusive touring car. The shortened 104-inch SS chassis was designed by Vincenzo Bertarione, and featured an engine tuned by Lucien Girard. Rene Dreyfus was persuaded to manage the new Talbot-Lago race team. In competition, the T150 C placed third at the 1938 Le Mans 24 Hours, won the Tunis Grand Prix, took the top two positions in the Tourist Trophy, and swept the French Grand Prix in 1937.

The accomplishments achieved by the Talbot-Lago competition cars would earn Antonio Lago the Legion d'Honneur by the French government 'for the glory he brought to France on the race course.'

The superb T150 platform was often clothed with flamboyant and curvaceous coupe bodies. Fewer than thirty examples were the T150C-SS chassis were built, with four examples wearing aero coupe bodies designed by Georges Paulin and built by Marcel Pourtout. Joseph Figoni and Ovidio Falaschi built twelve tear-drop-styled cars (Type 9220), known as Goutte d'Eau (drop of water), between 1937 and 1939. The first example was introduced at the New York Auto Show, so subsequent examples were nicknamed 'New York Style coupes.' An additional four or five examples were built in a different notchback Teardrop style and were named 'Jeancart,' after a wealthy French patron who commissioned the first example. The hand-built craftsmanship meant that no two Teardrop Coupes are exactly alike.

The Teardrop Coupes were perfectly proportioned, the pinnacle of the French streamlined design movement, and complemented the potent engine and capable chassis. Devoid of straight lines, the coachwork was a revolt against the more purposeful styles of the 1920s. The voluptuous curves telegraphed speed even when standing still, and the diminishing pontoon fenders and a converging 'fastback' tail highlighted this style.

The T150 was replaced by the 4.5-liter T26 model. The company would enter receivership four times, yet Lago was able to keep the business afloat until 1958 when it was sold to Simca.

by Daniel Vaughan | May 2023