1935 Hispano Suiza K6

Hispano-Suiza was a cosmopolitan marque, with Swiss and Spanish roots and a parallel manufacturing base in France. The basis for the first Hispano-Suiza of 1904 was the Barcelona-built Castro designed by Swiss engineer Marc Birkigt. A series of T-head fours followed, attracting the attention of Spain's King Alfonso XIII. Just prior to the outbreak of World War I, the company incorporated overhead-cam engines, but with the outbreak of war, Hispano-Suiza turned to aero engines, built under the direction of Birkigt and engineered by Louis Massuger, also of Swiss origin.

When peacetime resumed, Spanish automobile developments placed 'second fiddle' to those of a new factory in France, which had opened in 1911. Among the early achievements was the H6 of 1919, which remained in production for a decade. Its straight-six engine was inspired by Birkigt's aircraft engines and was essentially half of the aviation V12. The all-aluminum unit displaced 6,597cc, had a seven-bearing crankshaft, and new overhead camshafts. The brakes were also very special, being light-alloy drums at all four wheels with power-assist, an 'industry first.' Driven by a shaft from the transmission, the car's decelerating momentum drove the brake servo, providing additional power. Rolls-Royce later licensed this technology for use on their vehicles.

A slightly more powerful H6B version arrived in 1922, followed by the H6C in 1924, employing an 8.0-liter (488 cubic inch) engine.

The Hispano-Suiza K6

The Hispano-Suiza K6 went into production in 1933 following the short-lived 'Junior' HS26 built in 1931 and 1932. Beneath the bonnet was a six-cylinder engine derived from the flagship 12-cylinder J12 (built from 1931 to 1938). Designed by Rodolphe Herrmann, it had pushrod overhead valves, dual downdraft carburetors, a 5,184cc displacement, and delivered 125 horsepower. This new engine had a 110-millimeter stroke with improved breathing, allowing for more horsepower than its spiritual predecessor (the H6) from fewer cubic inches of displacement. Power was sent to the rear wheels via a three-speed manual gearbox, and four-wheel servo-assisted mechanical drum brakes provided the stopping power. The braking system utilized a driveshaft-mounted servo-mechanism to complement the mechanical pressure applied to the brake pedal. The chassis was similar to the J12 but lighter and with a wheelbase size of 3,710mm (the same wheelbase as the J12 Court). It was suspended by a solid front and live rear axle with semi-elliptic leaf springs. Many lightweight alloys and high-strength steels were used throughout its construction, providing a rigid and lightweight structure. (The brakes, gearbox, steering and suspension were identical to the ones used on the J12).

The Hispano-Suiza K6 was a proper grand tourer that was capable of cruising comfortably at 80 mph, achieving that speed with effortless smoothness. They were luxurious, stylish, superbly engineered, exclusive, and popular with Indian Maharajahs, Hollywood film stars, industrial tycoons, and European Royalty. It was a long-distance touring chassis for buyers who did not want the complexity or size of a J12 but enjoyed the same quality and similar prestige.

by Dan Vaughan

Cabiolet by Brandone
Chassis number: 16035
Engine number: 333054

The Hispano-Suiza K6 went into production in 1933. The engine - a new 5184cc inline six-cylinder creation with an overhead valve - was designed by Rodolphe Herrmann, who worked with Marc Birkigt, the company's founder, on the design team. The new engine had a shorter 110-millimeter stroke and improved breathing, allowing for more horsepower from fewer cubic inches of displacement. The car was capable of 125 bhp and 90 mph. The new chassis was favored by the premier French coachbuilders for its sophistication, layout, and high quality. Production lasted from 1933 to 1937, during which time 202 cars were built, and all of them were custom-built one-of-a-kind pieces. The impressive chassis was given an ingenious four-wheel braking system, which utilizes a driveshaft-mounted servo mechanism to multiply the mechanical pressure applied to the brake pedal. Semi-elliptic leaf springs supported both the front and rear axles. The engine made liberal use of lightweight alloys and high-strength steel.

This car, chassis number 16035, wears a body by Carrosserie Brandone, a small boutique coach-builder in Cannes, who was famous for highly stylized cabriolets. This car won the Grand Prix d'Honneur for the best French coachwork at the Cannes Coconurs d'Elegance in 1936.

The car was originally delivered to a Mr. or Mrs. Copley on May 4th of 1935. Later owners included a May from Lyons and, finally, in 1955, Madame Pierre, of 36 rue Montalant a Villeurbaume, Rhone. The car made its way to the United States, where the rear deck, top, and windshield were redesigned. The modifications made the small package area behind the front seats into a full rear seat for two passengers.

The car was later purchased by the Blackhawk Collection and then by Peter Mullin. It was treated to a restoration and then put on display at the Pebble Beach Concours d'Elegance in 1986, 1991, and 1999, receiving two Second in Class awards, and the Alec Ulmann Award.

This was a car that, for a period of its life, had an unknown identity. The coachwork was believed to have been done by Letourneur et Marchand, Saoutchik, Figoni, or Kellner. An exhaustive search revealed its true identity as being a Brandone-bodied car. A May 1936 issue of La Carrosserie announced the car's receipt of the top honor, the Grand Prix d'Honneur, for the most beautiful French automobile at the L'Elegance Automobile on the Cote d'Azure, accompanied by a Madame Lartique.

After the mystery of its identity was revealed, a restoration was commissioned to bring it back to its original form, exactly as it was designed in 1935. After the work was completed, it was shown at the 2008 Pebble Beach Concours where it earned the Alec Ulmann Trophy for a second time, won its class, and was nominated for Best of Show.

In 2013, the car participated in the Hispano-Suiza Rally in Arizona. Recently, it was given a full engine rebuild by RM Auto Restoration, including new rings, pistons, and gaskets, and a full inspection of the heads and bearings.

Drophead Coupe

This handsome and superbly engineered Hispano-Suiza (Spanish-Swiss) automobile was specially created for the 1935 Paris Auto Show and was indeed one of the jewels of that show. The accent trim line on the body is made of solid brass, and the rest of the exterior appointments are of German silver. The interior trim is made of genuine pigskin and lizard skin. This car has a dual ignition system.

Found in the glove box of this automobile was a notebook of hand-written pages titled 'Indispensable Know-How.' The notebook was written by the original owner for future owners and included service records and tips for maintaining the car.

by Luray Cavern Museum

Hispano-Suiza was founded in 1909 by Swiss engineer Marc Birkigt and Spanish investors. During World War I, the company designed and produced aircraft engines. After the war, the company returned to automobile manufacturing and in 1919 it introduced the six-cylinder Hispano-Suiza H6. Its overhead camshaft engine was based on features of the V8 aluminum engines used in aircraft during WWI. Demand for the company's cars and its patents were high.

While many luxury automobile manufacturers met their demise due to economic hardships caused by the Great Depression, Hispano Suiza survived the lean years by acquiring French rival Ballot in 1930. Ballot lacked a suitable engine with sufficient power to propel the large and stately coachwork, a problem solved by the use of Hispano Suiza's six-cylinder engine. The Ballot name on the vehicle was soon replaced by the Hispano Suiza and known as the HS26, or Junior. Approximately 120 examples were built by Ballot craftsmen prior to the factory's closure in 1935.

At the Paris Auto Salon in the fall of 1934, Hispano Suiza introduced the replacement to the HS26, the six-cylinder K6. It used the same chassis design as the larger 9.5 liter twelve-cylinder Hispano-Suiza J12, with a conventional ladder frame setup with live axles and semi-elliptic leaf springs, and servo-assisted hydraulic drum brakes. The ingenious braking system used a driveshaft-mounted servo-mechanism to compound the mechanical pressure applied to the brake pedal. Both the J12 and K6 were offered in wheelbase sizes of 134.6 and 146.5 inches. The engine had a 100mm bore and a 110mm stroke, a compression ratio of 6.0:1, a twink-choke carburetor, and overhead valves actuated by push-rods. Many of the engine components were constructed using lightweight alloys and high-strength steel, adding to its durability and low weight. It developed 120 horsepower and was backed by a three-speed manual transmission.

Like most luxury manufacturers of the era, Hispano-Suiza offered the K6 as a rolling chassis, with the decision of coachwork and coachbuilder left to the buyer.

Production of the K6 ended in 1937 with the final example being delivered in the spring of 1938, with total production reaching approximately 204 examples. It is believed that fewer than 70 examples were built on the shorter wheelbase chassis.

The Hispano Suiza K6 offered the same high quality and superior standard of excellence as the J12, with wonderful road mannerisms and prestige, but without the size and complexity of the J12.

by Dan Vaughan