1946 Delahaye 135M

From simple, belt-drive single and twin-cylinder horseless carriages, Delahaye would grow to become one of the most innovative and successful French luxury car manufacturers of the pre-war period. They built their first automobile in 1898 and soon diversified into commercial vehicle manufacturing. Their facilities were initially based at Tours, moving to Paris in 1906, a year after the company's founder, Emile Delahaye, had passed away. The designs he created had become so successful that a significant investment was needed to keep pace with demand. Having secured funding, he was able to hire many of the most talented, creative, and influential engineers of the era, helping to ensure his legacy continued long after his demise. Charles Weiffenbach became head of Delahaye and would remain in command through both World Wars until Hotchkiss absorbed it in 1954.

Prior to World War I, the company filed many patents including a twin-cam multi-valve engine and a V6 cylinder layout. The company's early products were advanced, albeit rather lackluster and pedestrian, and much of their success was due to their commercial problems. That changed in the early 1930s with the arrival of a new generation of automobiles that would transform the marque's image. The new engine designed by chief engineer Jean Françoise was reliable and durable, with performance that made it highly successful in motorsport competition. It was installed into an advanced underslung chassis which had a lowered center of gravity, a transverse-leaf independent front suspension, center-lock wire wheels, Bendix brakes, four-speed synchromesh, and eventually the Cotal electro-mechanical transmission. Among the racing accolades were successes at Montlhéry, Spa, Marseille, and Le Mans.

At the time, the world was wrestling with the Great Depression, causing many businesses to fold and numerous fortunes to be lost. Instead of expanding their business and embracing mass production, Delahaye made the bold decision to create a highly sophisticated automobile in limited quantities, and its performance credentials were to be advertised by a small racing department. Their racing successes led to their ability to acquire automaker Delage in 1935, obtaining talented engineers and a host of advanced technology which allowed them to remain a Paragon amongst their peers.

In October of 1933 at the Paris Salon, Delahaye displayed their new Type 134 and 138 models equipped with the new 18CV (3.2-liter) six-cylinder engine. A Type 138 18CV Speciale wearing coachwork by Joseph Figoni would achieve four world and eleven international class records at Montlhery in 1934. A year later, Michel Paris (real name of Henri Toulouse) and Marcel Mongin claimed fifth place overall (2nd-in-class) at the Le Mans 24-hours. A victory in the Coupe des Alpes rally by the 'Ecurie Bleue' racing team, founded by American Lucy Schell, would birth the high-performance version wearing the 'Coupe des Alpes' model name.

The 3.2-liter, reverse-flow six-cylinder engine produced 95 horsepower with a single Solex carburetor or 113 horsepower with three Solex carburetors installed. Engine displacement eventually grew to nearly 3.6 liters by increasing the engine's bore by four millimeters. Output rose accordingly, to approximately 120 horsepower with three carburetors installed. In competition guise, which included a high compression head, output exceeded 150 horsepower. This potent engine was placed within a shorter and lower chassis of the 135 Special racing car known as the 135 Competition Court (meaning 'short'). These sport versions took 2nd, 3rd, 4th and 5th places in the run-to-sportscar-regulations 1936 French Grand Prix and won the Monte Carlo Rally and Le Man's 24-Hour Race outright in 1937 and 1938 respectively. 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.

Since Delahaye did not have an in-house coachwork department, they relied on independent coachbuilders for the creation of the bodies. Among the list of carrosseriers who created bodies for the Type 135 were Saoutchik, Henry Chapron, Franay, Graber, Pennock, and Figoni et Falaschi.

After World War II, the model reappeared as the 135M with a 3.6-liter engine. Although the model continued to succeed as being one of the most compelling French automobiles ever produced, its financial success was crippled by the French government's taxation policies, which heavily penalized cars of over 3.0 liters. As a result, production of the 135M ended after 1951 and in 1954, Delahaye was taken over by Hotchkiss.

by Dan Vaughan

Coach Coupe by Guillore
Chassis number: 800410
Engine number: 800410

Delahaye produced motor vehicles from the mid-1890s to 1954. In 1935, Delahaye merged with Delage, resulting in a new and well-engineered Type 135 chassis. Power came from a large displacement 3.6-liter engine. The T135M of 1936 proved itself to be a capable motorsports competitor when a quartet of racing models placed 2nd through 5th at that year's French Grand Prix. In 1937, the Delahaye's earned an outright victory at the Monte Carlo Rally followed by another victory at the 1938 Le Man's 24-Hour race.

The Type 135 M had a low-slung chassis and was given stylish bodies by some of the best-known and most prestigious of French carrosseriers. Wartime halted production in 1940, but when it resumed, Delahaye introduced the Type 135 M in 1946. The 3.6L six continued to power the series through to its 1951 conclusion. In traditional French fashion, all 135 M chassis were right-hand drive.

This post-WWII Delahaye Type 135 M wears a body crafted by French carrosserier A. Guilloré. It is a close-coupled 2-door body that is known in Europe as a Coach Coupe. The completed car was delivered new in Amsterdam to an owner whose name is seemingly lost to history. It was acquired there in 1952 by Ralph McNight, a Canadian citizen. He had the car subsequently shipped from Holland to Quebec. By 1955, ownership had passed to a Jean Charest, a resident of a Montreal suburb. In 1960, Leon Frechon of Hudson, Quebec obtained the Delahaye —and sold it that same year to the current owner, also then living in the province. The current caretaker has preserved the Delahaye in its original mechanical configuration. It has its original 'matching numbers' engine which was gone over and received new bearings during a thorough overhaul of the chassis preparatory to the full body-off restoration completed in 1993.

The Delahaye has a two-tone exterior paint which pays tribute to the car's original monochromatic steel gray color. Its dual batteries were replaced in 2015, and the brake system's linings and operating cables were recently renewed.

Power is from an overhead valve six-cylinder engine fitted with a Solex carburetor. There is a 4-speed Cotal Electromechanical gearbox and four-wheel Bendix Duo-Servo mechanical brakes.

by Dan Vaughan

Cabriolet by Figoni & Falaschi
Chassis number: 800701

The Delahaye 135 M was launched in 1938 with a 3.5-liter engine and was produced in various forms until 1952. After World War II, Figoni & Falaschi created a small series of bodies on the Delahaye 135M chassis that was dubbed 'El Glaoui' after their first owner, the Pasha of Marrakesh. Eighteen of these cabriolets were produced and it is thought that just nine cars exist today. All have the same basic silhouette, but each is distinct in several ways. One was featured in Alfred Hitchcock's film To Catch a Thief with Cary Grant and Grace Kelly.

Coach Coupe by Guillore
Chassis number: 800410
Engine number: 800410

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. He built his first car in 1895. Delahaye took over Delage in 1935, a maker of elegant cars and a company with an established clientele who demanded both performance and elegance. The Type 135M, first presented at the 1934 Paris Salon (just prior to the merger of the two companies), provided the perfect foundation for flamboyant coachwork by various carrossiers. A total of 2,592 were produced from 1935-1952, including 1,115 built post-WWII. Coachbuilder A. Guillore was located in Courbevoie, France, fitting custom bodies on cars from 1937-1951.

This example, with its original 3.5-liter, 95 horsepower overhead valve six-cylinder engine, was originally believed to have been delivered to the Netherlands, later arriving in Quebec in 1952.

Cabriolet by Hermann Graber
Chassis number: 800269

The first Delahaye 135, built in 1935, was powered by a 3.2-liter, 6-cylinder overhead-valve engine with triple carburetors that produced over 100 horsepower. A 135SC recorded the marque's greatest racing success when it was victorious at the 24 Hours of Le Mans in 1938. World War II brought production to a halt, but soon after fighting ceased, Delahaye introduced the new 135M with an engine enlarged to 3.6 liters.

This 1946 Delahaye 135M was dispatched to the Swiss coachbuilder Graber, who designed this elegant and modern cabriolet body. It is one of just two cars built by Graber in this style. The car was equipped with a Cotal pre-selector gearbox, one of two transmission options at the time. The first owner, who lived in Switzerland, had the engine replaced with the new and more powerful MS engine in 1947. The car remained in Switzerland until 2007. Its current British owner has refreshed the car.

Cabriolet by Hermann Graber
Chassis number: 800320
Engine number: 800320

Delahaye introduced the Type 135 at the Paris Auto Show in 1935. It was given a new chassis with the same 3.6-liter, six-cylinder engine found in the earlier Type 138 models. A year later, Delahaye introduced the 135 M, which featured a slightly larger engine with additional horsepower and was offered a choice of single, dual, or triple carburetors.

The Delahaye 135 took the top six places at Marseilles in 1936.

After World War II, production of the Type 135 continued with the same 3.6-liter engine used prior to the war. By this point in history, the French government had placed large taxes on cars with displacement sizes over three liters, and Delahaye began to struggle.

This example is fitted with a drophead coupe body with coachwork by the Swiss coachbuilders Graber. It was originally delivered to a Swiss banker and remained in storage after his passing until 1995 when it was acquired by the second owner, a Dr. Hair. After the dissolution of Dr. Hair's collection later in the decade, the Delahaye was acquired by a Swiss professor named Dr. Reuter. While in his care, the car was given a complete restoration to its present condition and livery. Shortly after its completion, in 1999, it came into the care of its current owner.

by Dan Vaughan

Coupe by Van Leersum
Chassis number: 800311

The Delahaye 135 was introduced in Paris in 1935 and was produced in both the pre-war and post-war eras. It was fitted with a new chassis with the same 3.6-liter, six-cylinder engine first used in the earlier Type 138. A year later, Delahaye introduced the 135 M, which had a slightly larger engine with additional horsepower. It was offered with a choice of single, dual, or triple carburetors.

In 1936, Delahaye took 2nd, 3rd, 4th, and 5th places in the 1936 French Grand Prix and won the Monte Carlo Rally and Le Man's 24-Hour Race outright in 1937 and 1938 respectively.

When World War II came to a close, production of the Type 135 resumed and continued with the same 3.6-liter engine used prior to the war. However, Delahaye struggled due to the large taxes the French government had placed on cars with displacement over three liters. Production of the 135M came to an end in 1951. In 1954, the company was taken over by Hotchkiss.

Since Delahaye had no in-house coachwork, all the chassis were bodied by independent coachbuilders. The list included Saoutchik, Henry Chapron, Franay, Graber, Pennock, and Figoni et Falaschi.

This Delahaye Coupe is believed to have been clothed by Van Leersum of Hilversum in the Netherlands. The company was established in 1919 by Jan van Leersum and remained in business until 1952. The Van Leersum Company was one of the more obscure names in European coachbuilding, and their designs were rather avant-grade. This Coupe is believed to have been one of the last cars that he created.

By February of 1949, the car was registered as '9277 RQ 7' in the Paris, Seine registration region. Later in life, believed to be around 1980, it was in the care of Mr. Ennio Gianaroli of Belgium. Various ownerships followed prior to entering the care of its current owner around the mid-2000s. Prior to this ownership, the Delahaye underwent some restoration work.

by Dan Vaughan

Cabriolet by Hermann Graber
Chassis number: 800320
Engine number: 800320

Originally delivered to a prominent Swiss banker, Maurice Labhardt, this car was one of just two Delahayes bodied by Graber in this very clean, rounded and smooth modern design. It had an upgraded 135MS engine fitted by the factory in 1947, while retaining the optional Cotal preselector gearbox. The car remained in Mr. Labhardt's possession for nearly four decades, until 1985. Each of the owners since then has been a prominent collector, one of whom had the car fully restored in 1996. That restoration was freshened before the Delahaye was acquired by the current owner in 2021.

Coach by Guillore
Chassis number: 800217

Delahaye introduced its Model 135 in Paris in 1935, equipped with a 3.6-liter six-cylinder engine. This was followed a year later by the 135 M with a slightly larger engine breathing through single, dual, or triple carburetors. Among its motorsport accomplishments were the top six places at Marseilles in 1936, 2nd overall at the 1937 24 Hours of LeMans, and 1st, 2nd, and 4th the following year. In 1937 and 1939, it won the Rallye Monte Carlo.

This Delahaye 135 M is a four-passenger Coach created by Guilloré. It has freestanding Marchal headlamps, flowing front fenders with 'trouser creases', and single bar front bumper, a slightly raked windscreen, wire wheels, running boards, and horizontally mounted slats in its grille. It has a rear-mounted spare and a crank-operated sliding sunroof. The engine uses three Solex carburetors with the engine bearing a casting date of 1945.

This car was originally sold in England and its firewall bears an importer's plate from UK distributors Selborne Ltd. of Mayfair. Eventually, the car arrived in the United States where it was given a restoration by Restorations Unlimited of Chicago for Robert Hastert. In 1985, it was shown in AACA judging by Frank Koeder, winning a National First Prize.

by Dan Vaughan

Roadster by Abbotts of Farnham
Chassis number: 800440
Engine number: 800440

The Delahaye 135 was introduced in Paris in 1935 and came equipped with a new chassis with a 3.6-liter six-cylidner engine. The following season, it was succeeded by the 135 M with a slightly larger powerplant with more horsepower and offered with single, dual, or triple carburetors. Its competition credentials were confirmed with it swept the top six places at Marseilles in 1936. A Delahaye claimed 2nd overall at Le Mans in 1937 and 1st, 2nd, and 4th the following year. A Delahaye 135 S also won the Rallye Monte Carlo in both 1937 and 1939.

The Delahaye 135 was in production for two decades (1935 until 1954; production ceased during World War II) and would receive coachwork from over 80 coachbuilders.

E.D. Abbott, Ltd.

The E.D. Abbott, Ltd. British coachbuilding firm was established by Edward Dixon Abbott in 1929, and during its esitance would create coachwork for various prestigious automobile manufacturer, with custom body designs that complemented the performance and style of the underlying chassis. The business closed in 1972.

Chassis Number 800440

This 1946 Delahaye 135 M wears Roadster coachwork created by Abbott. It is believed to have been originally commissioned by Yashwant Rao Holkar II, also known as Maharaja Yeshwant Rao II Holkar, a prominent Indian royal and the ruler of the state of Indore. Delivered new by Alan Selborne (the sole importer of Delahaye's to England) with the registration LYX 689, it is the only Delahaye 135 M bodied by Abbott. It is likely the Maharaja exported the vehicle from Great Britain to the United States for his personal use. Later, it emerged at a vintage automobile salon in New York.

Robert Cory purchased the car in the 1960s on behalf of his friend Harry Needham. Two years after the acquistion, he decided to part with it, and a few years later, Cory would eventually purchased the 135 M and retain ownership for over half a century. During that time, it has been brought to Pebble Beach, The Quail Lodge, Marin-Sonoma in 2012, and various other high-level events.

Under Cory's stewardship, the car retained its original presentation with large Lucas headlights, original bumpers, and a red and black body color.

This Delahaye wears a restoration that was completed in 2000, with an interior by Ken Nenemick, with assistance from Jacques 'Frenchie' Harguindeguy and the late Jules 'J' Heumann. It was given a black paintscheme and sans-bumpers, showcases the prominent Marchal headlights. The interior is done in green leather with a burl wood dashboard housing a set of O.S gauges.

This unique, one-off creation retains its matching numbers triple-carbureted 135 M engine.

by Dan Vaughan

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