1949 Delahaye Type 175

Delahaye was one of the world's earliest automobile manufacturers with a history that dates to 1845 when it was established in Tours and later relocated to Paris, France. They built its first horseless carriage in 1894 and diversification into commercial vehicles brought success, stability, and longevity. The company's place in history was cemented in 1935 with the introduction of the Type 135, breaking from its reputation for reliable but somewhat uninspiring prior designs, and embracing a more luxurious and sporty persona. Its early success in the challenging Alpine Rally earned the nickname, the 'Coupe des Alpes.' Accomplishments in motorsports include a victory in the 1937 Monte Carlo Rally and at the 24 Hours of Le Mans in 1938.

The chassis of the Delahaye 135 was designed by engineer Jean François and the inline six-cylinder engine with modern overhead-valve architecture initially displaced 3.2-liters. Displacement quickly grew to 3.6 liters, and horsepower rose as well. The potent engine complemented the sporty characteristics of the chassis, including the independent front suspension, low ride height, and streamlined coachwork.

Production of the Type 135 continued through 1954.

Delahaye Type 165

Two identical Type 165s were built by Figoni & Falaschi in 1938, with one being displayed at the Paris Salon and the other at the French Pavilion at the New York World Fair. The Type 165 was built on a Type 145 racing chassis and powered by an aluminum twelve-cylinder, 4.5-liter engine with a trio of downdraft Solex carburetors.

It is believed that a total of four Type 165 were built.

Delahaye Type 175

The Delahaye Type 175 rested on a semi-monocoque chassis with a 2.95-meter wheelbase (the same as the Type 135) and an overall length of 4.62 meters. Under its bonnet was an enlarged and improved 4.5-liter version of the firm's tried-and-true straight-six paired with a four-speed pre-selector (Cotal) transmission. The model range, which included the 178 and 180, was built specifically for the burgeoning North American market. It was the first Delahaye model to offer left-hand drive.

Development work for the Type 175 began in the pre-war era, but was halted due to the onset of World War II. Initially, the Type 175 was to debut in October 1939 at the Paris Auto Salon, but the venue canceled without notice due to an impending German invasion. The unexpected death of chief design-engineer Jean Francois in April 1944 further delayed development. Approximately six pre-production examples were built by 1946 for experimentation and testing purposes (numbered 90001; 91001; 91002; 92001, and 92002. The other example - the Paris Auto Salon show chassis (the fourth of the six built) - was not numbered and not operational. The cars with the '920' prefix were the Type 178.) Additionally, there was the prototype that was shown to the shareholding directors in March 1944 for production approval.

Beginning in early 1948, production of the Type 175 was formally recorded, lasting to mid-1951, with approximately 107 examples built, including the sequentially longer wheelbased Types 178 and 180 (the Type 178 had a 3.15-meter wheelbase chassis and the Type 180 chassis measured 3.35 meters). It is believed that 51 examples were the Type 175, with most receiving the optional Type 175 S specification. Thirty-eight examples were Type 178 cars, and eighteen were Type 180 models.

Mechanical Specification

Both the Type 165 and 175 were powered by 4.5-liter engines, however, the Type 165 had 12 cylinders while the Type 175 had six. The Type 183 inline-6 engine had a familiar design to Delahaye's workers, and with six fewer cylinders, it weighed less and occupied less space. It had overhead valves, seven main bearings, and a twelve port cylinder head. Comparatively, the engine of the Type 135 had four main bearings, a nine-port cylinder head, and a cast-iron block. The 4.5-liter engine had a cast-aluminum block with a cast-iron head with a copper and asbestos head-gasket in-between. The Type 175 received one Solex carburetor and 6.5:1, while the Type 175S had higher compression, three Solex carburetors, and wire wheels.

The chassis was new and state-of-the-art, with the cockpit floor welded as a stressed structural member on the bottom (instead of the top) of the chassis. Its parallel side-rails were boxed rather than open channels. The overall structure was larger and heavier than the Type 135, with different frame rail configurations than the Type 135, 145, 148L and 165, and a new and sophisticated suspension system. The Type 135, 145, 148, 155, and 165 shared an independent front setup with Delage, while the Type 175 embraced the Dubonnet system. It was comprised of an independent front setup with horizontally pivoting cylindrical housings containing hydraulic shock absorbers and coil springs in an oil-bath Dubonnet. The rear suspension had a deDion axle with semi-elliptic springs. Large diameter, finned drum brakes on a dual Lockheed hydraulic system provided the stopping power for the eighteen-inch wheels. The four-speed, semi-automatic Cotal transmission was manufactured by MAAG.

Design

In-house industrial designer Philippe Charbonneaux created the modern, postwar, frontal design while the bodies were built by coachbuilders. The elongated, heart-shaped grille incorporated horizontal bars and was flanked on each side by low horizontal grilles. Coachbuilders who created bodies for the Type 175 included Jacques Saoutchik, Marcel Pourtout, Henri Chapron, and Joseph Figoni.

Issues

'Tried-and-true' methodology means embracing stability at the expense of innovation. The chassis, suspension, and engine of the Type 175 were new and modern, and it was considerably more sophisticated than its Type 135 predecessor, but it came at a cost, with its reputation crippled by unforeseen issues. The heavy chassis often received heavy coachwork, adversely affecting the handling. Acceleration and top speed were affected and contributed to mechanical failures, including suspension components. Additionally, the inferior quality of high-tensile-strength steel in the early postwar era played a role in damaging the company's reputation. The Dubonnet system was a frequent victim, which proved problematic if not fastidiously maintained. Delahaye was obliged to buy back several chassis to appease customers, salvage their reputation, and ward off litigation.

Production delays and mechanical issues hindered the success of the Type 175 in the marketplace.

Moving Forward

When production of the Types 175, 178 and 180 ceased in 1951, the company introduced an updated variation dubbed the Type 235. First shown at the Paris Auto Salon in 1951, it introduced the full-width front designed by chief designer Philippe Charbonneaux complemented by modern ponton-style coachwork. Power was courtesy of the 3.6-liter (3,557cc) straight-6 engine from the 135MS, and the wheelbase measured 116 inches. Despite its modern and stylish appearance, it continued to rely on pre-war technology, its coachwork was heavy, and it was very expensive. A weak economy coupled with high taxation on large-engined cars in post-war France soon brought an end to this distinguished marque.

by Dan Vaughan

Roadster by Saoutchik
Chassis number: 815023

Saoutchik was born in 1880 near Minsk, Russia, and emigrated with his family to Paris in 1899. He entered the business of furniture making. Seven years later he had become successful enough to purchase his own shop and soon entered the world of coachbuilding. His creativity and designs evolved and his craftsmanship and quality were undeniable. His work was intertwined with the client's desires and matted to his own ambition and creativity. Many of his vehicles had long hoods, flowing fenders, and low windshields. During the thirties, he worked on perfecting the popular teardrop style that is one of the most breathtaking and memorable of all the designs ever created. The designs simulated motion even while standing still.

Production of automobiles in the United States during World War II was postponed in favor of supporting the war effort and the creation of war materials. At the conclusion of the war, the automotive industry scrambled to create new products that the public may enjoy. Coachbuilders and craftsmen found themselves with a dilemma - there were very few luxury chassis in which to use as a base to build their product. The producers of luxury automobiles that had survived and were still in business after the war had mostly transitioned to doing the work in-house rather than outsourcing to coachbuilders. Unit body construction was another factor squeezing out the trade of custom craftsmanship in the automotive industry.

Delahaye

1894 marked the birth of the Delahaye Company; along with Peugeot and Renault, they pioneered the French automotive industry. They became well known for building sturdy, sensible automobiles. Emphasis shifted to the production of expensive sports cars in the 1930s. They catered to the wealthy, until interrupted by World War II.

Delahaye returned to automotive production in 1946. Their first post-war effort, the Type 175 chassis, was the starting point for this 1949 Paris Auto Show entrant. The car sports one-off coachwork by French aerodynamicist Jacques Saoutchik.

The body features fully skirted fenders, a disappearing top, and extensive chrome accenting. This car is considered one of the most extreme uses of Baroque automotive styling.

Coupe de Ville by Saoutchik
Chassis number: 815044

This Type 175 Coupe de Ville features a removable panel above the driver's compartment. The six-cylinder engine breathing through triple Solex Carburetors meant the car had performance to match its flamboyant styling, yet the Saoutchik-bodied 175 was built more for luxury than high-speed motoring. The interior fixtures are plated in 14-karat gold, the carpet is deep, plush lambswool, and the doors are opened by a push-button. The headliner is cloth and the interior panels have a treatment that would more likely be found in an Art Deco palace than in an automobile. There are a Motorola radio, clock, and OS gauges.

This elegant vehicle was built specifically for the 1949 Paris Auto Salon and is said to have taken Saoutchik an entire year to complete. The original price tag was $20,000, making it one of the most expensive vehicles of its day. The first known owner was Jack Pry of Washington, D.C., one of the largest foreign car dealers in the United States. Under his care, the car was exhibited - alongside the Phantom Corsair and a post-war Bugatti - at the 1952 International Motor Sports Show at the Grand Central Palace in New York City.

It is believed that the next owner was Mrs. Wladzia Podbielniak of Chicago, Illinois. Her husband, Walter, was an internationally famous petrochemical engineer with dozens of major patents to his name who became fantastically wealthy when he discovered a way to produce Penicillin in continuous batch formulations.

Mrs. Podbielniak's collection was sold in the 1950s at the 'palatial French chateau' on Lake Shore Drive. The car was purchased by the Harrah Automobile Collection. At the time, the car's odometer read 20,600 miles. In the early 1970s, Bill Harrah married country singer and former Las Vegas showgirl, Bobbie Gentry. He had the Delahaye restored as a present for his new wife. The car was restored in the original two-tone color scheme of grey-beige and cream and had an air-conditioning system installed. Unfortunately, the marriage dissolved just four months after the knot was tied, so Ms. Gentry never saw the Delahaye.

In 1981 and 1982 the Delahaye was shown at the Pebble Beach Concours d'Elegance. Years later, it was sold to automotive auctioneer Tom Barrett of Paradise Valley, Arizona. In 1989, Mr. Barrett sold the car to J.B. Nethercutt.

In 2010, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA. It had an estimated value of $250,000-$350,000. As bidding came to a close, the car had been sold for the sum of $440,000, inclusive of the buyer's premium.

by Dan Vaughan

Cabriolet by Henri Chapron
Chassis number: 815028
Engine number: 815028

After World War II, Delahaye returned to automobile manufacturing by re-introducing their pre-war Type 135. It was a 6-cylinder model displacing 3557cc and offered in three states of tune. It was joined by the larger-engined Type 175, which in addition to a 4453cc inline 6-cylinder engine was fitted with hydraulic brakes, a deDion axle, and an available electric Cotal gearbox.

Though not known for sure, it is believed that between 46 and 50 175 chassis were built from 1947 to 1950. Ten of the cars were built in left-hand drive specifically for the American market. Each of these cars was made-to-order by French coachbuilders and had individual details in design.

Chassis 815028

This 175 S is one of the ten left-hand drive models. It is a 4-seater convertible that was called 'Le Dandy' by the coachbuilder Henri Chapron. The name was later used for a custom body on the Citroen DS platform, unrelated to this car.

The original owner of this car is not known. It did, however, go to America. In 1959 Mr. J.H. Caperton of Louisville, Kentucky purchased this Delahaye from A.F. Loyens of The Netherlands. It is thought that Mr. Caperton went to New York, to which the car was shipped from Europe, and drove it back home to Kentucky. It is believed that while in Mr. Caperton's ownership, some restoration work was done on the car during his ownership. It was next known to be the property of Mr. Earl Brown of Prospect, Kentucky in whose hands the American Delahaye Club showed the car in 1964. Mr. Louis Cardello of Pittsburgh, Pennsylvania bought the 175S from Mr. Brown in late 1982 or early 1983. It was next purchased by Al McEwan and **** Hooper in November of 1983. The new owners sent the Delahaye to Lou DeLong of Lodi, Ohio for a full restoration and upon completion, the Delahaye made its show debut at the 1985 Pebble Beach Concours d'Elegance. It won a Second in Class prize as well as being nominated for the Most Elegant Convertible award. The car returned to the Pebble Beach Concours in 1992 for the celebrations of Delahaye as the featured marque.

In late 1996, Mr. Charles H. Morse purchased the car from McEwan and Hooper. Mr. Morse used the car for extensive touring for a number of years. In the early 2000s, it was purchased by the current owner.

In the current ownership, the car was given a restoration in 2004 during which the interior and soft top were changed to their current colors. It returned once again to Pebble Beach in that year, winning 2nd in the Grand Touring Postwar class; the Delahaye has covered a mere 2,000 miles since the completion of the work.

The car is finished in two-tone Terra Cotta paint and tonal Terra Cotta leather interior. The car has a three-position top giving the driver the option of a fully closed conveyance, a 'coupe de ville' open front section or a fully open convertible.

There are pleated front seats with center armrest. There are ribbed chrome bezels on the two major gauges, chromed knobs and rich wood trim. There is also deeply plated chrome trim.

Along with awards at Pebble Beach, the car has won awards at Meadow Brook, Newport Beach, Keels and Wheels and many others.

by Dan Vaughan