1936 Delage D6-70

Delage was founded by Louis Delage in 1905 and production commenced with a single-cylinder De Dion-engined runabout, growing to multi-cylinder models within a few years. Racing would be a vital component for the company, both for publicity and as a means to test and prove the product. A single-cylinder Delage won the Coupe Des Voiturettes as early as 1908 and Louis himself taking the 1911 Coupe de l'Auto in a 3.0-liter 4-cylinder. Prior to World War I, the Delages won the Grand Prix du Mans and the Indianapolis 500-Mile Race. They would become a major force in Grand Prix competition during the 1920s and set a new World Land Speed Record mark in 1924 with a 10.7-liter overhead-valve V12.

Delage's touring-car production during the 1920s revolved around the four-cylinder DI and six-cylinder DM cars. At the close of the 1920s, at the Paris Salon, Delage introduced the four-liter D8 straight-eight model which would attract some of the finest coachbuilders of the era. These prestigious vehicles were built in limited numbers, and for those of more modest means, Delage offered the 14hp DS and 17hp D6 six-cylinder models.

The Delage D6 of 1930 to 1933 was offered on either a 124- (3149mm) or 129.5-inch (3289mm) wheelbase platform and its six-cylinder engine displaced 3,045cc with an output of 75 horsepower at 3,600 RPM. Approximately 1,160 examples of the D6 were built.

The D6-11 was produced in 1933 and 1934 and was equipped with a 2,001cc (75x75.5mm), short-stroke, overhead-valve engine paired with a four-speed synchromesh gearbox. The electrically welded chassis was suspended by an independent front suspension with transverse-leaf springs and was available in both short- and long-wheelbase configurations. The D6-11S, with the 'S' representing Surbaisse-French for 'lowered', was built on a lowered and shortened wheelbase chassis. The direct replacement for the D6-11 arrived two years after production ended and was dubbed the D60-12.

The D6-65 (1934 to 1935) had a 133-inch wheelbase and a 2,678cc engine producing 65 horsepower at 4,000 RPM. The D6-60 (1935-1937) was produced at the Delahaye factory in Paris, as Delage left the factory at Courbevoie which they had used since 1910. Instead of declaring bankruptcy, Louis Delage had put his company into voluntary receivership, with its assets later acquired by Delahaye. The Delage automobiles were now built to Delahaye designs but retained their own short-stroke engines and hydraulic brakes. The D6-60 initially displaced 2,335cc and produced 56 hp, eventually growing to 2,528cc in October of 1936 which brought output to 67 hp at 3,500 RPM.

The The Delage D6-80 (1935 to 1937) used a 3,227cc version of the 6-cylinder engine and produced 72 horsepower. Its 132-inch (3,350mm) wheelbase platform was shared with a Delahey

The Delage D6-70 (1937 to 1938)

The Delage D6-70 was produced after the Delahaye merger, and although the two companies joined, Delage's technical office remained largely autonomous. They were able to scower the Delahaye parts bins for its forthcoming new models. Delage used the Delahaye 135 engine and modified it by decreasing its displacement to 2,729 cubic centimeters. This gave it a shorter stroke, and combined with a modified head, produced more vivacity in comparison to the Delahaye 135. The engine was paired with a Cotal electrically operated four-speed gearbox, which operated similarly to an automatic transmission system.

Engineer Arthur Michelat and Louis Delage chose the Type 134 chassis instead of the 135, as it was lighter and just as rigid. It was further prepared to accept Houdaille shock absorbers in place of the antiquated friction shocks, along with hydraulic Bendix brakes.

The Delage D6-70 was fast and durable, with its capabilities showcased when it won the Tourist Trophy at Donington Park in 1938 and a pair of Le Mans 24-Hour second places (1939 and 1949).

Production of the D6-70 lasted from 1937 to 1938, effectively replaced in 1939 by the D6-75 with its 2,798cc six-cylinder, 90hp engine.

With the invasion of northern France and the declaration of war, production came to an end. When peacetime resumed, production of the D6 resumed with the 3-liter model. Its 2,984cc straight-6 produced 90 horsepower at 3,800 rpm. Production of the D6 3-Litre ended in 1954.

by Dan Vaughan

Milord Cabriolet by Figoni & Falaschi
Chassis number: 50607
Engine number: 557

Car design, especially during the early years of the 20th century, was certainly an art form. And one of those that had an 'eye' for beautiful lines was Louis Delage. And perhaps none were more beautiful and elegant than his early designs. However, even as the company teetered on the brink of bankruptcy, the company would continue to produce some truly remarkable pieces of art, including the D6-70.

Delage would be bailed out by the businessman Walter Watney, but still, Delage faced threats all around. The economic crisis virtually brought the luxury car market in France to its knees. Adolph Hitler was also planning on bringing France to its knees. Still, Delage would not give up.

Delage did not have control though. Delahaye had come on board and Watney had taken control as the company's president. Delage would remain on board only as an advisor. Still, even in an advisor role, Delage would keep working. As per the agreement, neither Delahaye nor Delage could produce engines of the same size. Still, Delage would root around with a Delahaye 135 engine and would begin modifying it. He would decrease the engine size to 2.8-liters and would shorten the stroke. But, as it would turn out, this would be a stroke of genius as the 2.8-liter engine would be much more alive and responsive than even the 135 engine from which it had been derived.

Delage needed an engine because he had a new model in mind. Taking from a Delahaye 134 chassis, which was much lighter and just as stiff as the 135 chassis, Delage would begin attaching components, like Houdaille shock absorbers, that he wanted to comprise this new model. Delage would also incorporate newer, more innovative features, too in the new model. Besides the Houdaille shock absorbers, the D6-70 would feature modern hydraulic Bendix brakes. In addition, most would feature the Cotal electromagnetic gearbox. This four-speed manual transmission was a leap forward in gearbox design and reliability. While other gearboxes had a tendency to crack and needed great care when down-shifting, the Cotal was very smooth and was a significant leap forward in technology.

But while the D6-70 chassis would be remarkable in its own right, it would be the coachwork by Figoni et Falaschi that would truly set the car apart, giving it its true elegance and grace.

One of the elegant Figoni et Falaschi-bodied D6-70s would be offered for sale at the RM Auctions' Monterey event in 2012. Bearing body number 557, the contract for the coachwork to this particular chassis would be received in February of 1936. Just one month later, the chassis would arrive. It would end up being the first cabriolet decapotable, or roadster.

The body-styling would closely follow a design study, numbered 7675. The design offered three different configurations. But it would be the'Milord', or half-cabriolet, configuration that would give the 124' wheelbase of the D6-70 a certain touch of style and nobility. As with just about every Figoni et Falaschi design of the period, chassis 50607 would be a study in both form and function. The car would boast of the simple, and yet, elegant lines that would cause this particular body style to stand out. But the design would also be very simple, thereby underscoring its practical uses.

Just a few of the roadsters would be built and, therefore, it is quite possible that this particular chassis was on display on the Delage stand at the 1936 Salon de Paris. It is also very possible the car won the 'Grand Prix d'Honneur toutes categories' during the Concours d'Elegance of the select Automobile Club Feminin de France, also in 1936.

With Germany on the doorsteps of France by the later-part of the 1930s, chassis 50607 would somewhat retreat from public view but would reappear in 1946 when it was imported to the United Kingdom and issued the registration number HGP 361. The car would then pass through a series of owners including Major Homi Toni Boga, Mr. James Jakes and a Mr. P.M. Bull. Then, in 1969, the car would be acquired by Mr. Parfitt.

Not long afterward, the Delage D6-70, chassis 50607 would have a homecoming of a very special degree. Not only would the car return to France but it would end up in the hands of Mr. Repusseau. Though meaningless to many, this would be a very special union as Repusseau was the grandson of the coachbuilder and inventor Francois Repusseau. Francois had been tightly associated with Louis Delage since before the days of World War I.

Mr. Repusseau had been a member of the French Delage club before his death in 2008. Before his death, however, Repusseau would have the engine of 50607 fully rebuilt. The Cotal gearbox would also be torn down and entirely rebuilt by the specialists at Salmeron. But this would be just the beginning of the car's restoration.

The engine and the transmission would be set aside as work would begin on every other aspect of the car. There would be no expenses spared and the level of detail would be intense. The result, many would believe, would be a car that just looks absolutely magnificent and appears to have just arrived back from Figoni et Falaschi.

Chassis 50607 is certainly one of those strikingly magnificent and rare Figoni et Falaschi-bodied cars. It is even more rare to have one come to auction. Full of elegance and grace, all combined in a stately, and yet, simple design, the dark blue and ivory finish is wonderfully accented by carefully-placed and controlled amounts of chrome that only attract the eye and cause one to marvel. Truly this is one example of automotive art and anyone with an eye for anything of beauty would recognize that in a moment.

Heading to auction, this 1936 Delage D6-70 Milord Cabriolet, chassis number 50607 was expected to fetch between $1,250,000 and $1,750,000.

Sources:

'Not No. 143: 1936 Delage D6-70 Milord Cabriolet by Figoni et Falaschi', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r229). RM Auctions. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r229. Retrieved 2 August 2012.

'1938 Delage D6-70 News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z15266/Delage-D6-70.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z15266/Delage-D6-70.aspx. Retrieved 2 August 2012.

'Delage D6-70 Figoni et Falaschi Competition Coupe', (http://www.ultimatecarpage.com/car/2844/Delage-D6-70-Figoni-and-Falaschi-Competition-Coupe.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/2844/Delage-D6-70-Figoni-and-Falaschi-Competition-Coupe.html. Retrieved 2 August 2012.

by Jeremy McMullen

Milord Cabriolet by Figoni & Falaschi
Chassis number: 50607
Engine number: 557

After Delahaye merged with Delage in 1935, they launched their new model, the D6-70, which used a short-stroke Delahaye 135 engine that gave the new Delage much more power. The performance was enhanced by using Houdaille shock absorbers and modern hydraulic Bendix brakes on the lighter Type 134 chassis. This car was the first of a small run of Delage D6-70 cabriolet decapotables bodied by Figoni et Falaschi in 1936. The car can be driven in three configurations: with the top up and down, as a cabriolet, and with the 'Milord' or half-cabriolet setup. No stranger to concours competition, this car is believed to have won the Grand Prix d'Honneur at the concours d'elegance of the Automobile Club Feminin de France in 1936. Similar Delages won awards at the concours d'elegance of Deauville and le Bois de Boulogne in 1936.

Louis Delage was born in 1974 and was handicapped by blindness in one eye. This handicap would not hinder him at all in creating some of the most elegant and beautiful creations of the pre-WWII era, and into the early 1950s. He acquired his engineering abilities while working for Peugeot, remaining with the company until 1905 when he left to build cars bearing his own name.

Delage had strong loyalties to France, and he endeavored to build cars that would bring honor to his country. He began racing in 1906 and acquired some success. By 1913, he had constructed a worthy racing machine to claim the Grand Prix de France. His racing machines continued to evolve. In 1914, they featured double overhead camshafts and brakes on all four wheels.

Rene Thomas drove a Delage in the 1914 Indianapolis 500 where he emerged victoriously. In 1924, he set a land speed record at just over 143 mph.

During World War I, the newly built factory in Courbevoie was used for the production of military items.

During the mid-1920s, the Delage cars were powered by an eight-cylinder engine displacing 1.5-liters. In 1927, Robert Benoist drove a Delage with an inline-eight cylinder engine to a victory at the Grand Prix de France, Spanish Grand Prix, British Grand Prix at Brooklands, and the Grand Prix de l'Europe at Monza. After this brilliant accomplishment, Delage announced his retirement from racing.

Delage had left the sport on a high note, but there were troubled times in its future. The Great Depression rattled many industries, including the automotive world. By 1935, Delage had felt the strains of this painful time in history and was forced to enter liquidation. A Delage dealer named Walter Watney purchased the company's assets. This proved to be a pipe-dream for Watney, and soon was looking for aid from an automotive partner who could help bear the costs of engineering, development, and manufacturing. Luckily, he found the assistance he was searching for - at Delahaye. An agreement was reached which allowed the Delage name to continue.

After the Delahaye take-over in 1935, the Delages were constructed to Delahaye designs while retaining their own short-stroke engines and hydraulic brakes. In 1937 the D6-70 was introduced featuring Delage's powerful 2729cc overhead-valve six-cylinder engine and mated to a Cotal electrically operated four-speed gearbox.

A Speciale version of the D6-70 was constructed with Joseph Figoni commissioned to construct the aerodynamic body. It had a Delage prepared three-liter six-cylinder engine and mounted on a Delahaye 135 chassis. It was constructed to race in the 1936 24 Hours of LeMans but the race was canceled due to strikes across the country. Its competition career took a slight detour - it was shown at Concours d'Elegance events where it had a profound impact on many that were in attendance.

The following year the D6-70 Speciale finally made its inaugural competition debut at LeMans. It finished first in class and fourth overall, behind a Bugatti and two Delahayes. The Figoni coupe body was later removed in 1938 and fitted with a Figoni & Falaschi roadster body. It continued its racing career, with highlights including a victory in the 1938 Tourist Trophy. This success spawned two similar cars for 1939, but with further modifications including a lightweight chassis.

The lightweight cars were raced at LeMans where the experience and lessons-learned paid off with another first in class and second overall. The war would postpone the efforts for several years; after the war, Watney commissioned five racers similar to the lightweight cars. The three-liter engine now produced 142 horsepower and was clothed in a body with cycle-fenders and lightweight materials.

These five new cars, as well as the original Speciale, did well in racing during the post-War era, with several significant victories. Four cars were on the starting grid at the 1949 24 Hours of LeMans. After 24 hours of intense racing, a first and second in class had been achieved, and a very impressive fourth overall with a Ferrari 166 taking the first.

As the 1950s came into view, the six-cylinder engine was showing its age. At the 1950 LeMans race, only one car was entered and managed to finish the race but in seventh place.

Delahaye searched for funds to revitalize their racing program, but they had little luck. Production continued for only a few more years, ending in 1953 when the company entered bankruptcy.

The Delage D6-70s in production trim raced with much success beginning in early 1937. With strong finishes at the Rallye Monte Carlo and Rallye du Maroc, the Delage's earned a reputation for their speed and durability.

by Dan Vaughan