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1938 Delahaye Type 135

Throughout most of Delahaye's early years, they produced solid cars for the middle class with its bread-and-butter being commercial vehicles and heavy trucks. Emile Delahaye founded the company in 1832 and initially setup in Tours, in Indre-et-Loire, and then moved to 10 rue du Banquier in Paris in 1898 when the business was bought by Georges Morane and Léon Desmarais. Their top-of-the-range car production was often unstable but supported by the constant and regular production of its heavy trucks. The economic crisis of the 1930s hit the French car production very hard and Delahaye lacked sufficient financial means to shield it from these effects. In a radical move, the brand decided to focus on building more prestigious models rather than its prior range. They decided to reduce production and increase quality, durability, reliability, and luxury. Delahaye's reputation quickly transformed from builders of dependable, pedestrian, and mundane vehicles to luxury sports car manufacturers. Handing off production to renowned bodywork specialists and basking in the glow of numerous competition wins elevated the company to a new tier in the industry.

Delahaye's Type 135 was introduced in 1935, powered by an engine initially designed for car use, although it had first appeared in a Delahaye commercial vehicle. The counter-balanced six-cylinder engine, formerly used in the earlier Type 138, had two-cylinder valves, and a four-bearing crankshaft. In twin carburetor form it produced 95 horsepower; with three downdraught Solex carburetors, it delivered 110 horsepower. The engine installed in an equally classic chassis designed by engineer Jean-Francois comprised of two main side frames according to the Bloctube principle borrowed from Peugeot. The welded box-section side members and pressed cross members were welded to a ribbed floor. The 114-inch wheelbase platform used an independent front suspension with transverse leaf springs and a live rear axle with quarter-elliptic springs. The stance was relatively low, thanks to the nearly underslung chassis, arched rear frame members, and the front independent setup improving the car's handling and performance. Four-wheel assisted mechanically-actuated fourteen-inch Bendix drum brakes provided the stopping power. The engine was backed by a four-speed gearbox or Cotal electro-magnetic pre-selector gearbox, the latter proving to be the better option as the four-speed lacked synchromesh on first and second.

The Delahaye Type 135 was also known as the 'Coupe des Alpes' after its success in the Alpine Rally. The driving characteristics of the T135 were delightful and spirited, thanks to its agile and lively chassis, light steering, smooth Cotal electromagnetic gearbox, and independent front suspension.

In racing guise, the 135 series was a formidable competitor, and by the close of 1935, Delahaye had won eighteen minor French sport car races, placed fifth at LeMans, and performed well in a number of hill-climbs. They took the first six places at the 1936 Marseilles race, placed second and third in the 1936 Mille Miglia, a second at Le Mans in 1937, and first, second and fourth place at Le Mans in 1938. Accolades at the 1936 Le Mans race were nearly guaranteed had the race not been canceled. They set the all-time record at the Ulster Tourist Trophy and René Le Bègue and Julio Quinlin won the 1937 Monte Carlo Rally driving a Delahaye. Prince Bira won the 1938 Donington 12-Hour Sports Car Race in Prince Chula's example and went on to take victory in Brooklands' 'fastest road car in England' race.

The Delahaye Type 135M was introduced in 1936, powered by a larger 3,557cc displacement engine, now offering 90 horsepower with a single carburetor, 105 hp with two, and 115 horsepower with a triple carburetor setup. At the Paris Salon in 1938, Delahaye introduced a new, top-of-the-line model of the Type 135 called the MS (Modifiee Speciale). The existing 3.5-liter six-cylinder engine was thoroughly updated with a larger cylinder head, bigger valves, and improved breathing, horsepower increased to 130 hp. Depending on the gearing and coachwork, it was now capable of 110 mph top speed. With triple carburetion, horsepower rose again to 160 bhp.

The Delahaye 135 was successful in the salesroom and the racing track with its longevity continuing into the post-war era. Among the legendary coachbuilders who created bodies for the Type 135 include Figoni et Falaschi, Henri Chapron, Marcel Pourtout, Gramond, Langenthal, Franay, Guilloré, Graber, deVillars, Antem, Letourner et Marchand, and J. Saoutchik.

by Dan Vaughan

Cabriolet by Figoni & Falaschi
Chassis number: 49169
Engine number: 49169

Delahayes have always been remarkable automobiles. They are interesting, quick, responsive, and very often astonishing to look at. Emile Delahaye began building rear-engined, belt-driven cars in 1894. Introduced at the 1935 Paris Salon, the Type 135 was a delight with its spirited and lively chassis, independent front suspension, light steering, and buttery-smooth Cotal electromagnetic gearbox. In racing form, the 135 Series was a fierce competitor, taking the first six places at the 1936 Marseilles race, a second at Le Mans in 1937, and first, second, and fourth place at Le Mans in 1938.

In 1938, a new, top-of-the-line model of the Type 135 was introduced at the 1938 Paris Salon, the MS (Modifeee Speciale). Its power plant was a thoroughly updated version of the existing 3.5-liter six-cylinder engine. A larger cylinder head and bigger valves improved breathing and horsepower was increased to 130hp and with proper gearing and slippery coachwork, could reach an incredible top speed of 110 mph.

In spite of the performance, it is the coachwork that defines a Delahaye. The greatest artists of the time created some of their best work on Delahaye chassis; Henri Chapron, Letourner et Marchand, Saoutchik, Guillore, Franay, and Graber were just a few whose art graced Delahayes. However, if one coachbuilding firm deserves special distinction, it would be Figoni et Falaschi.

This is the long-wheelbase (2.95-meter) version of the Paris Salon Cabriolet, which was introduced in 1936. The striking art deco design was described when new as 'seemingly molded by the wind itself.' Designed by French motoring artist Geo Ham, this 135 M was built by Figoni & Falaschi with a voluptuous body that features completely enclosed wheels with headlights integrated into the fenders and a split windshield that can be folded flat for a rather rakish appearance.

Only ten of these unique Paris Salon Delahaye roadsters were originally constructed by Figoni and just three are known to survive today. Figoni specifically crafted this and similar automobiles for cruising the straight tree-lined avenues of France in the late 1930s - and they were dubbed the 'Grand Routiere,' the precursor to the Gran Turismo that dominated Italian coachbuilding in the 1950s.

Purchased new by a Mr. Fould of Oran, Algeria, this car was discovered in 1992 under an olive tree in the Algerian mountains. It was purchased for the sum of just 60 British pounds.

Roadster by Figoni & Falaschi
Chassis number: 60158
Engine number: 60158

As Bugatti began scaling down their racing activities to focus on their Type 57 road-going production car, they left the arena open for other marques to backfill the loss of sports and racing cars. Delahaye's Type 135 was one of the contenders to fill the spot. These vehicles were capable of achieving 100 mph and could race from zero-to-sixty in thirteen seconds, a rather impressive accomplishment at the time.

The 135M was the competition version which was first offered in 1936. By increasing the bore and adding triple carburetors and dual exhausts, the vehicle's sporty persona was improved even further. The 135MS added larger exhaust valves and had a top speed of about 110 mph.

In the 1936 French Grand Prix, the Delahaye automobiles placed second through fifth positions. The following year they placed second in the Grand Prix.

In 1938, Delahaye introduced their paragon of sports cars, the 4.5-liter V12 Type 145 with three overhead cams. The engine produced nearly 240 horsepower.

The Delahaye company prospered for many years. As World War II neared, the company began to suffer due to national taxation policies. In 1954 they were taken over by Hotchkiss and brought the production of the Delahaye automobile to a halt.

This 1939 Delahaye 135 MS Grand Sport Tourer with coachwork by Figoni Et Falaschi was offered for sale at the 2006 Gooding & Company Auction held in Pebble Beach, Ca. The car is powered by a 3557-cc OHV six-cylinder engine that is capable of producing 160 horsepower. It has a four-speed manual gearbox and a transverse leaf-independent front suspension.

This one-off Delahaye was first owned by Monsieur Jeantet of Paris. The car changed ownership several times after World War II. It has been driven in international rallies and featured in numerous books and magazines.

The car has been treated to a full restoration including a full engine rebuild. The door handles are blended into the sweeping chrome trim work. There is a fully enclosed trunk-mounted spare. The rear wheels are nearly fully enclosed.

At the auction, this car was sold and accounted for one of the highest sales of the day. Its new owner purchased the car for 1,100,000.

A few months later, the car was offered for sale at the 2007 RM Auctions held in Amelia Island, Florida. The estimated value of the car at this time was $1,100,000 - $1,400,000. The car was sold for $1,347,500.

by Dan Vaughan

Cabriolet by Figoni & Falaschi
Chassis number: 9803 BF59

This handsome cabriolet was bodied by the French firm, Figoni & Falaschi. Built on a long chassis, this car was delivered with leather furnishings by Hermes of Paris. It is the only time that the noted firm has ever outfitted an automobile. The car was restored for the Pebble Beach Concours d'Elegance in 2006 using the original Hermes patterns from 1938.

This car was originally destined to be the 1939 Paris Auto Show display car and had a custom interior made by Hermes. Owing to the impending war, the Paris Show was canceled, and the first owner was Mrs. Chandler. The car was exhibited at various prewar Concours d'Elegance. It was owned and raced postwar by French racing driver Marcel Contet. From 1960 to 2002, it was owned by the president of the Delahaye Club, Philippe Looten. It was fully restored in 2006, including a new custom interior and luggage by Hermes, recreating their original work from 1938.

The elegance is made even more elaborate by the use of chrome throughout the vehicle.

This is an excellent example of the work of the Giuseppe Figoni, an artist in metalwork. Much of his work centered around aerodynamics and creating the allusion of motion even at a stand-still. In 1935 Figoni acquired a partner, businessman Ovidio Flaschi, who also hailed from Italy, creating Figoni & Falaschi. This partnership created some of the most memorable designs of the 1930s through 1950s.

by Dan Vaughan

MS Coupe by Figoni
Chassis number: 60112
Engine number: 60112

The placement of custom bodies on the chassis of great automobiles otherwise known as coach building reached its zenith in the 1930s. The French Delahaye was renowned for its drivability and road-holding abilities. Add its high-performance inline six-cylinder with its 160 horsepower MS configuration and you had a platform of choice for Figoni et Falaschi who made famous the Goutte d'Eau or teardrop streamliners.

This 1938 Delahaye 135 MS Coupe with coachwork by Figoni & Falaschi was displayed on the Figoni/Falaschi stand at the 1938 Paris Salon. Also on display at the time was a Delahaye V12 Roadster.

The chassis was built atop of the new 135 M Special, also known as MS, and powered by a four-main bearing 3557cc engine that was comprised of light alloy cinder heads and had an 8.4:1 compression ratio. Pushrods operated the 42 mm vertical inlet valves. The engine breathed through triple down-draft Solex carburetors and emptied into six exhaust ports which eventually feed into a single exhaust pipe. Power was rated at 125.

The car came standard with center-lock 5.50x17 Rudge-Whitworth wheels and rack-and-pinion gear for raising and lowering the side windows. The front suspension was independent, while the rear was comprised of semi-elliptic leaf springs. The drum brakes measured 14 inches in diameter and were suitable enough to keep this powerful, yet lightweight coupe in the control of its driver. There is a Cotal electromagnetic gearbox.

The immediate history after the salon is not fully known, but in the post-WWII era, it had come into the possession of Madame Michele Gautier of La Seyne-Sur-Mer. During some period in its history, the frontal area was modified with a narrower radiator grille and chrome lights on the edges of the wings, replacing the low-level lamps.

In 1964, Antoine Raffaelli came across this magnificent automobile. It was behind a reef hedge in South-West France and it took twenty-one years before Raffaelli was able to convince the owner to sell the car. Upon receiving the car in 1985, he began a complete restoration which took a couple of years to complete. It was offered for sale in 1990. Within a few years, it had made its way to the United States where it became a museum exhibit.

This car was offered for sale at the 2006 Bonhams & Butterfields auction held at the Quail Lodge in Carmel, California where it was estimated to sell between $1,000,000 - $1,300,000. At the auction, this beautiful automobile was sold, selling for $1,712,000 and exceeding the estimated value.

This Delahaye was voted Best of Show at Ault Park in 2017, and Boca Raton and Cobble Beach in 2018.

by Dan Vaughan

Cabriolet by Figoni

This body style was known as the 'Paris Salon Cabriolet' because it debuted at the famous venue in 1936. Mr. Jourde, a noted French businessman, explorer and friend of Joseph Figoni, ordered the car. Prior to World War II, it was shipped to Mr. Jourde's estate in India where it made an impression on the local royalty. It was later purchased by Prince de Berae Mukarran Jah. The classic styling of this car is considered a benchmark in prewar coachbuilding.

by Petterson Museum

Cabriolet by Henri Chapron
Chassis number: 49148

This Delahaye was completed by Chapron for the 1936 Paris Salon de l'Automobile; it was the first Cabriolet Grand Sport he built on Delage's new chassis. After the Salon, it was delivered through Garage Poirier-Augerau in Versailles to the Parisian poet Adrien Saint-Ange Plet. Mme. Fernande Saint-Ange Plet showed this cabriolet at the Cannes Casino Concours d'Elegance, where it won first in class and the Trophee d'Elegance, and the Grand Prix d'Elegance Feminine. These successes were important for sales of the D8-120 and for Henri Chapron's career. During the war, this D8 was hidden away on the Saint-Ange Plet family's estate in Croissysur-Seine, near Versailles, then it returned to the streets of Paris in 1947. It was sold to a Mr. Bernard in the 1950s, then to a prominent European collector in the 1970s who drove it in historic rallies, including the Paris-Deauville and the Monte Carlo.

Sports Cabriolet by deVillars
Chassis number: 60123

In the 1880s or the 1890s, after having acquired M. Brethon's machine shop in Tours in 1845, Emile Delahaye began experimenting with gasoline engines. His first automobile was built in 1895, and the following year he drove one of his creations to sixth place in the Paris-Marseilles-Paris race. In 1898, Delahaye hired two partners named Leon Desmarais and Georges Morane, and moved to a factory in Paris.

The company later hired Charles Weiffenbach to help manage and organize their new operation. Weiffenbach would remain with Delahaye for fifty-five years, providing valuable insight after Emile Delahaye sold his interest in the company in 1901. The company had been sold to the Desmarais family, who could continue to produce quick, responsive, and well-engineered vehicles in a similar fashion to as when Emile was in control.

After World War I, the Delahaye company suffered in the post-War recession. The company would survive in part due to a change in its business plan and by enhancing its performance image.

At the 1935 Paris Salon, Delahaye introduced their Type 135 which would become part of the company's mainstay for the rest of its lifetime. The Type 135 had a new chassis designed by engineer Jean-Francois. The platform featured welded box-section side members and pressed cross members welded to a ribbed floor. Under the bonnet lurked a 3557cc overhead valve six-cylinder unit. The suspension was provided by transverse leaf springs independent front setup carried over from the earlier Type 138. The gearbox was a smooth Cotal electromagnetic transmission, enhancing the car's performance.

The 135 proved successful in racing, taking the first six places at the 1936 Marseilles race, a second at LeMans in 1937, and first, second and fourth place at LeMans the following year.

In 1938, at the Paris Salon, Delahaye introduced a new top-of-the-line model dubbed the Type 135 MS (Modifiee Speciale). The engine was an updated version of the existing 3.5-liter six-cylinder engine. It had a larger cylinder head, bigger valves to improve breathing, and a boost in horsepower to 130 hp. Depending on coachwork, the car had a top speed in the neighborhood of 110 mph. The horsepower rose even further when fitted with triple carburetion.

Along with impressive engineering, the Delahayes were given equally impressive coachwork. Artisians such as Figoni et Falaschi, Henri Chapron, Letourner et Marchand, Saoutchik, Guillore, Franay, and Graber were tasked with providing the coachwork.

This vehicle, chassis number 60123, has a flowing body, lack of running boards, bright trim on the rocker panels and fender edges, a close-coupled two-passenger cabin, and a raked 'vee' windshield. There is a convertible top that disappears completely when lowered.

The design inspiration is said to have come from the Alfa Romeo Flying Star with coachwork by Touring of Milano.

In 1938, chassis 60123 was placed on the deVillars stand at the Paris Salon.

Power is from a 160-horsepower engine and powering a lightweight chassis. The car was long thought lost until it was discovered by a French enthusiast in the 1970s, who elected to undertake a thorough restoration to the French standards of the day. The work was carried out by one of the leading French shops of the day. After the work was completed, the car earned a Best in Show award at Bagatelle.

The current owner acquired the car in 2000 and immediately commissioned a comprehensive restoration. The body was completely stripped and removed from the chassis which was fully disassembled to the last ***** and bolt. The work was completed in 2003 and it received an invitation from nearly every major concours d'Elegance, including both Pebble Beach, where it won its class, and Amelia Island.

In 2010, this vehicle was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. The car was estimated to sell for $1,000,000 - $1,250,000. As bidding came to a close, the car had been sold for the sum of $852,500 inclusive of the buyer's premium.

by Dan Vaughan

Roadster by Figoni & Falaschi
Chassis number: 60158
Engine number: 60158

This Grand Sport Roadster is one of the most striking and perfectly proportioned Figoni & Falaschi designs ever built on a Delahaye 135 MS chassis. It underlines the oft-forgotten fact that Figoni made his fortune by creating coachwork for automobiles that were required for everyday transport. This example, with its understated fenders and open front wheels, is exceptionally well-balanced.

This car was commissioned in 1939 by a Monsieur Jeantet in Paris. The car was delivered to Mr. Jeantet in March of 1939. This exceptionally well-balanced automobile had an aluminum hood, doors, trunk lid, and fenders (currently finished in Andalusian Red). It was displayed at several exuberant features and is finished in a vibrant Andalouse red. After the war, the car was sold to collector Peter Agg, who campaigned it in numerous international rallies. The events included the Monte Carlo Rally in 1983, and in Morocco, Avid de Grande Marque in France, and has been to Czechoslovakia, Italy, Austria and Essen in Germany. British collector Hugh Taylor later undertook a frame-off restoration with the help of expert Jim Stokes. Taylor owned the car until March 2007 before selling it at Coys Auction to the late John O'Quinn. A restoration soon followed. The car was sold at RM Auctions, Villa d'Este, in May 2011, to the current owners. In order to compete at the highest levels of Concours d'Elegance, the new owners commissioned Pual Russell and Company to restore the car cosmetically and mechanically in 2014.

Figoni & Falaschi-bodied Delahayes are considered to be some of the finest prewar sports cars exhibiting an Art Deco flair. Of the Delahayes bodied by Figoni, 69 were cabriolets, and only one Torpedo Cabriolet was ever built on a Delahaye chassis. According to Claude Figoni, son of Joseph Figoni, this Delahaye presents as it did on delivery in 1939.

Coupe des Alpes by Henri Chapron
Chassis number: 48482

This vehicle is a Delahaye 135 MS Coupe des Alpes with a three-position convertible top by Chapron. It has upgraded Figoni bumpers and was finished in navy/light blue with a navy blue leather interior. It is currently finished in a two-tone livery with a silver beltline. There is a dark blue canvas roof and a blue leather interior. The car rides on wire wheels and is powered by an upgraded motor fitted with B5MS Spec 3 carburetors.

It is believed that this Chapron-bodied 3-position Cabriolet was delivered new in France. It was in the care of the late Jean Francois du Montant by the 1990s, before being purchased by the Pueche brothers from Spain. At the time, the car was in complete and original condition, although in need of a full restoration, which the Pueche's soon embarked upon. The car was owned by a few other individuals, before migrating to the United States.

by Dan Vaughan

MS Coupe by Figoni
Chassis number: 60112
Engine number: 60112

This 1938 Delahaye is equipped with the desirable racing specification 160 hp MS engine and fitted with coachwork by Figoni 'et Falaschi. The car was first displayed by the coachbuilder on their stand at the 1938 Paris Auto Salon show. During WWII it was kept safely hidden in occupied France and not discovered until 1968 in a field near Toulon, France. The car was first restored in 1986 and acquired by the Rosso Bianco Collection in Germany. Twenty years later it was restored for the second time.

The car is powered by a 3557 cc overhead-valve 6-cylinder engine with three horizontal carburetors developing 160 hp coupled to a 4-speed manual transmission with an electromagnetic selector. The brakes are controlled by a single cable under the motor.

Roadster by Figoni & Falaschi

The origins of Delahaye lie in a company set up as long ago as 1845 to produce brick-making machinery. Emile Delahaye was a railroad engineer who designed rolling stock for the French and Belgian railroads and built his first car in 1895. Delahaye took over Delage in 1935, a maker of elegant cars and a company with an established clientele. Suddenly its fortunes would turn.

The Type 135M provided the chassis for flamboyant coachwork by various carrossiers, none more so than Figoni & Falaschi, chief purveyors of the French teardrop (a name Figoni despised). Joseph Figoni was the genius stylist/designer and Ovidio Falaschi was the accountant who kept him solvent. The agile chassis when combined with a 3.5-liter, 130 horsepower six-cylinder engine, is topped with triple-Solex downdraft carburetors and backed up by a Cotal 4-speed electric-shift transmission. It made for a wonderfully competitive road and racing car.

This example remained in Paris until the 1950s and was once owned by legendary racer Briggs Cunningham. It has been in its present ownership for 25 years.

Roadster by Carlton Carriage Company
Chassis number: 49315

This unusual Delahaye 135 M is one of only two such Delahayes with Roadster bodies built by the Carlton Carriage Company of London. Carlton was well known for its open bodywork on many different European chassis throughout the 1920s and 1930s. This car's first owner was amateur race driver Joe Fry, a member of the Fry's Chocolate Company family. He competed with the Delahaye in many prewar sprints and hill climbs. The car remained in his ownership until his untimely death in July 1950 while practicing for the Blandford Hill Climb. Subsequent owners also campaigned the car in England, then it was purchased by collector Nick Harley and taken to the South of France. He restored the car before selling it to its current owner in 2017.

Emile Delahaye was born in Tours, France in 1843. He studied engineering in Angers, France. In 1869 he began work with his engineering degree in applied arts and crafts.

Emile Delahaye began business in Tours, France in the middle of the 19th century for the purpose of constructing engines for the ceramic industry. The company branched out and began constructing mechanical appliances such as pumps and engines. In 1888, Delahaye designed an internal combustion engine for the shipping industry. It was not until 1896 that Automobile production began for Delahaye. His first automobiles produced were powered by belt-driven single and twin-cylinder engines.

Emile used motor racing to promote his vehicles. In 1896, Emile Delahaye entered the Paris-Marseilles race. Not only did he enter a vehicle his company had created, but he entered as the driver. The results were astounding, which truly speaks highly of the caliber and quality of the automobile. The demand for the vehicles began pouring in and a second factory was opened.

Due to failing health, Delahaye was forced into retirement in 1901. This was a year after the second factory was opened in Paris. Since Delahaye had no heirs, management control was passed onto a young engineer named Charles Weiffenbach. Weiffenbach oversaw operations until 1954.

In 1905, due to failing health, Emile Delahaye passed away.

Automotive racing was paramount during this period in history. This is why many of the vehicles built during this era were built to be raced and to be used as the daily driver. The sales of the vehicles were stimulated by the way the vehicle performed on the race track. Weiffenbach, however, had a different philosophy. His main focus and priority were to build dependable vehicles. Many of the early vehicles were equipped with four-cylinder engines capable of producing between 9-12 horsepower. Near the beginning of the First World War, a 6-cylinder, 2565cc engine was used.

In addition to automobiles, the Delahaye company produced trucks, lorries, parcel carriers for the post office, motor plows, fire engines, and other commercial and military vehicles. Many of the vehicles were used during the First World War

From 1927 to 1933, productions of medium-class cars were low, but the vehicles that were produced carried with them a reputation for being reliable and robust.

In the early thirties, Weiffenbach, also known as 'Monsieur Charles' by his peers, was in his early 60's. The decision was made to boldly move into the sports car arena. This was in response to the market trends and a way to re-establish a competitive edge in the automotive technology spectrum. For an automotive company that had never created a car that could achieve a top speed faster than 110 km/h, this would be a major undertaking.

Jean Francois, a 29-year-old engineer, was commissioned to construct a series of sporty cars using as many spare parts as possible. Talbot's new independent suspension was used along with a new chassis with box-section side members. The engine was borrowed from one of their trucks. The engine featured a 65mm crankshaft with internal lubrication. In 1933, the vehicles were introduced at the Paris Car Salon. They were the 4-cylinder 12CV and the 6-cylinder 18CV. At the show, Lucy O'Reilly Schell approached Weiffenbach with a request to have a vehicle built that could be entered in rally events.

Lucy O'Reilly, a wealthy American of Irish origin, had a passion for racing. So fueled by Delahaye's desire to produce sports cars and Reilly's financial backing and quest to win motorsport events, the company re-entered the racing scene.

The Delahaye Type 135

The Type 135 was created with variants such as the 135 Competition Speciale (135 CS), designed specifically for racing. The 135 Sport and the 135 Coupe both featured a 3.2-liter engine. The Sport produced 96 horsepower while the Coupe had 110 horsepower. 120 horsepower was produced by the 3.6-liter engine that rested in the Type 135 Competition model. The engine in the 135 CS was a simple pushrod-operated engine borrowed from the 1927 Type 103 truck engine. It gave up horsepower for great acceleration and torque.

The Type 135 is considered one of the most famous and prestigious vehicles produced by Delahaye. In both design and racing competition, it was very successful. Designed in 1934 it was quickly entered into races such as the 24 Heures du Mans, the Monte-Carlo Rally, and the Paris-Saint-Raphael motor race, where it had great success at being a competitive and reliable automobile.

The Type 135 Competition Speciale Sports Car (CS) had a chassis 25 cm shorter than the 135 touring car. This shortened version had better weight distribution which greatly improved the handling and performance. The engine and 4-speed Wilson epicyclic gearbox were placed lower in the chassis, thus contributing to the benefits of a better-balanced vehicle. The 135 CS came equipped with an 80-liter or a 100-liter fuel tank, this option was left up to the buyer's discretion.

The 135 CS was debuted in the 1936 Monte Carlo Rally where it finished 2nd in a field of fierce competition. In 1936 it was the winner of the Marsailles Gran Prix. At the French Grand Prix is placed second, third, fourth and fifth.

Well-known coachbuilders, such as Franay, Letourner & Marchard, Chapron, and Guillore, were tasked with outfitting the 135's. This may have been influenced by Delage, an automotive company that Delahaye merged with in 1935. As a result, the 135 won numerous awards for styling and design.

The Type 135's is truly a prestigious masterpiece with strong racing history and a heritage that was formed on stability, robustness, and stamina.

by Dan Vaughan