1937 Talbot-Lago T150C SS

The Goutte d'Eau, or teardrop, is justly regarded as one of the most beautiful and enticing designs of all time. The serene perfection of its lines is used as a reference point against which all other late-1930s automobiles are measured.

The history dates back many decades earlier, to 1893, when three early French automobile pioneers named Darracq, Serpollet, and Clement banded to form Société Darracq et Cie in Suresnes, a suburb of Paris. By the turn of the century, Darracq's reach had grown considerably, and its automobiles were being sold in many countries. In 1905, the Earl of Shrewsbury and Talbot financed the creation of an English company named S. A. Darracq Ltd. to represent the firm in Great Britain. Around this time, the Sunbeam Motor Company, Ltd. of Wolverhampton, England, was establishing a racing program that eventually grew into a dominant force by 1909 when an engineer named Louis Coatalen joined the firm.

The world changed considerably in the decades that followed, with many manufacturers consolidating in order to reduce costs, streamline production, and share resources. By the early 1920s, the English Darracq company had acquired Sunbeam, and the resulting company was renamed Sunbeam Talbot Darracq Motors Ltd., and it now controlled the French Darracq company – which had been renamed Automobiles Talbot S.A.. Sunbeam's Louis Coatalen remained the director and immediately set about building a new Sunbeam racing design. The new race car, equipped with a 3-liter straight-eight engine, raced at the 1921 Indianapolis 500. A total of three examples were entered with two wearing Sunbeam badges and the third a Talbot-Darracq. They were identical except for the radiator nameplates. One of the cars with the Sunbeam badge placed 5th overall.

The engineering mastermind behind the Talbot was Georges Roesch and coupled with the ambitions of Coatalen, five new land speed records were set between 1925 and 1927. At the 24 Hours of Le Mans in 1930, two Talbots placed third and fourth.

The engines built by Roesch were engineering marvels, with much higher resolutions and compression than the competition. While most considered the maximum revolutions to be in the 5,000 range, Roesch developed an engine that reached 6,000 RPM and had a compression ratio of 8.5 to 1. In 1928, Talbot featured the first pressurized cooling system ever offered in an automobile. The 90 Series engine that followed achieved a compression ratio of 10 to 1. The 105 Series engine of 1930 was a 3.0-liter, six-cylinder unit that produced 140 horsepower at 4,500 (in racing configuration).

The company's success was reserved for motorsports and was not reciprocated in the salesroom. Financial problems were compounded by the poor economy and the Great Depression, and by 1933, the French sales branch in Suresnes was nearing bankruptcy and the factory there was in even worse shape. An Italo-British businessman named Antonio Lago was appointed managing director in hope of reviving Automobiles Talbot's business. Despite his efforts, was unable to stave off receivership beyond the end of 1934. Automobiles Talbot was not immediately closed, and in 1936 Lago secured a management buy-out from the receivership.

Major Anthony Lago

Antonio Franco Lago was born on March 28th, 1893, in Paris. He served in the Italian Army during World War I and achieved the rank of major, Mr. Lago began his career in the automobile industry selling Italian-built Isotta-Fraschini automobiles in London. The Isotta-Fraschini's were among the finest cars of its era, with world-class craftsmanship, superb engineering, and elegant styling. These qualities, without a doubt, made a lasting impression on Lago.

Major Lago worked in various automotive engineering apprenticeships throughout London, including at Sunbeam. While working at Wilson, he assisted in the final development of the preselector gearbox and later acquired the foreign distribution rights to the Wilson gearbox and subsequently use it in his own cars. By the early 1930s, many companies were using the Wilson gearboxes including Isotta-Fraschini, Talbot, MG, Invicta, Daimler, Crossley, Standard, and Armstrong-Siddeley.

During 1932, Major Lago was a part of the Armstrong-Siddeley works team and competed in the Alpine Trials, before joining the struggling Sunbeam-Talbot-Darracq firm by the end of the year. He quickly rose to the position of assistant director.

In 1933, Lago moved to France to manage the French subsidiary of S.T.D. Motors, Automobiles Talbot S.A. At the time, its plants were antiquated and its products were again. Grand Prix racing had been expensive and led to heavy borrowing, eventually forcing Automobiles Talbot S.A. into receivership at the end of 1934. Lago converted his rights to export Wilson gearboxes into an option to acquire the factory and its plant and machinery at Suresnes. Rootes bought the English side of Sunbeam-Talbot-Darracq and in mid-1936, Lago and his investors acquired the French business of Automobiles Talbot S.A. and S.T.D. Motors were liquidated.

Talbot-Lago

The first Talbot-Lago built under Major Lago's ownership featured engineering prowess courtesy of a newly hired engineer named Walter Becchia. It was based on a three-liter Talbot-Darracq K78 which offered adequate power for utilitarian driving but was severely lacking in regards to motorsports or to carry heavy coachwork.

The next engine designed by Brecchia was based on the seven-main bearing six-cylinder K78 block but with a displacement size of four liters. It received a new cylinder head with a hemispherical design which improved both volumetric efficiency and breathing. The valve gear was actuated by a low-set camshaft with crossed pushrods acting through both long and short rocker arms. With assistance from a pair of Solex carburetors, the engine offered 140 horsepower at 4,200 RPM.

With a proper engine, racing experience, and a great deal of salesmanship, Lago was able to persuade French racing driver René Dreyfus to manage his new Talbot-Lago race team. In 1936, at the French Grand Prix at Montlhéry, all three Talbot-Lago race cars finished in the top ten. Further development and evolution resulted in a first, second, third and fifth place finish at the French Grand Prix a year later. Numerous victories followed, including at Tourist Trophy races at Donnington Park, and a first place in the 1938 Monte Carlo Rally. During the latter part of the decade, success on the international Grand Prix scene was hampered due to the omnipotent German Mercedes-Benz and Auto-Union teams. Nevertheless, their reliability, durability, and impressive performance allowed them to remain competitive against the more potent and well-funded teams.

Talbot-Lago T150

Talbot-Lago's engine, proven on the world's greatest racing stages, would become the basis for a new chassis. At the Paris Motor Show in October of 1934, Lago introduced a new prototype called the Talbot-Lago T150 Grand Sport. It wore coachwork designed by Joseph Figoni and was powered by a Becchia-developed inline six-cylinder engine backed by a Wilson pre-selector gearbox. The ultimate iteration was introduced at the 1936 Paris Salon and is known today as the T150-C-SS. Beneath its graceful bonnet was a new 4.0-liter engine with a light-alloy Hemi cylinder head, breathing through carburetors and delivering 140 horsepower at 4,100 RPM. It rested on a low-slung, short-wheelbase chassis which was nearly identical to the company's competition cars, with an independent transverse leaf-spring front suspension and an underslung rear axle. It had a large 120-liter fuel tank, Rudge knock-off wire wheels, and a single-shot lubrication system. Drum brakes at all four corners provided the stopping power.

The 'SS' or 'Super Sport' chassis measured 2.65m and was used as the basis for the company's racing programs. Most of the road-going examples wore two or three-place coachwork. The longer 2.95m chassis was called the 'Lago Speciale' and was mechanically identical to the SS, but its larger footprint made it more suitable for more luxurious coachwork.

Talbot-Lago sold the T150-C-SS as a rolling chassis with a list price of 78,000 francs. It was produced from 1937 through 1939 and clothed by a variety of coachbuilders, including Figoni et Falaschi.

Figoni et Falaschi

Joseph (Giuseppe ) Figoni's family had left northern Italy to relocate to a suburb of Paris known as Boulogne-sur-Seine. He graduated from a vocational school in 1908 and apprenticed for coachbuilder Lavocat et Marsaud before starting his own carrosserie in 1923, gaining notoriety for his lightweight and sporty coachwork. During the early 1930s, Figoni created coachwork for the Alfa Romeo 8C 23000s that won the 24 Hours of Le Mans in 1932 and 1933.

In 1935, an Italian financier named Ovidio Falaschi became a partner in the carrosserie, which was reorganized as Etablissements Figoni et Falaschi. This union provided Joseph Figoni with the capital to expand his operations, as well as the business expertise of Falaschi.

In 1936, Figoni created coachwork for a Delahaye 135 Roadster, which used design inspiration from automotive artist Geo Ham. Its breathtaking design, athletic stance, stately proportions, and sweeping lines would redefine automotive fashion. The streamlined styling would continue to progress and evolve, becoming the aerodynamic coupe that Figoni described as a faux cabriolet and now known as the Goutte d'Eau, or Teardrop.

Figoni built the Teardrop Coupe in two distinct variations with the first wearing a notchback design and dubbed Coupé Jeancart, after the customer who first commissioned the body style. The second iteration was a fastback design that was introduced in 1937 at the New York International Auto Show and named Modéle New York. Approximately 10 to 12 examples of the T150-C-SS chassis were clothed as Teardrop Coupes.

by Dan Vaughan

Coupe
Chassis number: 90107
Engine number: 173180 or 85021

This Talbot-Lago T150-C-SS is believed to have been based on rendering number 9035, a variation of the Modéle New York design with skirted and fully enveloping front fenders. Built from aluminum, this Talbot-Lago is one of two examples of this type and the only remaining example with its original coachwork intact. It is believed to be one of four Talbot-Lago vehicles with a teardrop design ordered by Freddy McEvoy.

This vehicle left Figoni's factory with painted wire wheels, a sunroof, a blue exterior with gray fenders, and an oval cloisonne badge with the words 'Lago S.S. Paris.' Upon completion, the car was registered in Paris as '3772 RL4' to André David.

On June 24th, 1938, the car was shown at the Concours d'Elegance Fémina held at the Trocadéro Gardens. This Talbot-Lago was joined by two other T150-C-SS Coupes (chassis 90108 - a Modéle New York Teardrop shown by the stepdaughter of Ovidio Falaschi, and chassis 90114 with factory coachwork entered by Freddy McEvoy's mistress, Beatrice Cartwright). For this event, chassis 90107 had been painted cream with red fenders.

At the Concours d'Elegance Fémina, this car (chassis 90107) was awarded the Prix d'Excellence and was presented by Princess Stella de Kapurthala who had recently married Paramjit Singh.

In 1939, the Talbot-Lago was sold to Thomas Stewart Lee of Los Angeles and brought to the United States. Mr. Lee would amass an extensive stable of prominent vehicles over the years, including two other Talbot-Lago T150-C-SS Coupes (chassis 90108 and 90114).

While in Mr. Lee's care, chassis 90107 was repainted in dark red. On occasions, the car was taken to the desert flats, east of Los Angeles, where it was driven at speeds in excess of 117 mph. Mr. Lee's passion and the quest for speed ultimately led to a tragic car accident, leaving him in chronic pain and reliant on painkillers. Eventually, he was forced by legal means to relinquish control of his business empire, declared 'mentally incompetent, and admitted to the Pasadena Sanitarium. In early 1950, Mr. Lee took his life; following his suicide, a full-page advertisement appeared in the September 1950 issue of Road & Track magazine, stating: 'Forced Sale of Prize Collection: The Thomas S. Lee world-famous foreign sport cars must be sold immediately. By order of the Los Angeles County Public Administrator.'

Chassis 90107 was acquired in 1951 by John Duckworth, and the following year, in March, the Talbot-Lago was on the cover of Road & Track. It was road tested, along with his Figoni-bodied Delahaye 135 Roadster, for a feature article. Soon after the article appeared in print, the car was sold to Jerry Hould, who, in turn, sold it to Walker Edmiston.

In 1956, Lindley Locke added it to his growing collection of custom-bodied French cars. While in his care, the car was painted white and driven occasionally during the years of Mr. Locke's ownership. By the early 1960s, the car was put into storage at his Santa Monica, California, garage, where it remained for the next four decades.

In 2002, the car reappeared in Richard Adatto's book, From Passion to Perfection. In 2004, Lindley Locke's widow Betty donated 90107 to The Nethercutt Collection. A ground-up restoration soon followed, with original paint and leather upholstery used as references, ensuring its return to its original colors and configuration.

After the restoration was completed, it debuted in 2005 at the Pebble Beach Concours d'Elegance where it earned a First in Class trophy. In 2007 it won Best of Show at the Amelia Island Concours d'Elegance.

by Dan Vaughan

Coupe
Chassis number: 90104

The combined efforts of Talbot-Lago and Figoni & Falaschi resulted in many wondrous automotive creations, including the T150C model with goutte d'eau (teardrop) body. Fourteen of these cars were created between 1937 and 1939, and thirteen survive to this day. Just four of the fourteen, including this T150C, have a notched back, making them rare indeed. The model was named 'Jeancart' after the wealthy French businessman who bought the first Delahaye featuring this 'notchback' styling.

Recognized as the supercar of its day, with a racing chassis and 4.0-liter engine, the Talbot-Lago was owned for almost half a century by Dr. Fernand Masquefa, a prominent plantation owner who raced the car in many North African events. In 1992, then-owner Jean-Pierre Schindelholz showed the car at the Louis Vuitton Bagatelle Concours d'Elegance, where it was named Best of Show. In 1997, following a 4,000-hour restoration by the current owner, the car won Most Elegant Closed Car and was named Best of Show at the Pebble Beach Concurs.

This Talbot-Lago, owned by William E. Connor, was the first car to win Best of Show at both the Pebble Beach Concurs d'Elegance and the Concours Automobile Classiques at Bagatelle. The latter accomplishment came first after Connor's initial restoration of the car. Remarkably, the car was completely re-restored for Pebble Beach. Among other things, the motor was rebuilt, non-original parts were taken off the car, proper parts were sought out or created, proper pebble-grained leather replaced flamboyant ostrich skin on the interior, and the exterior was repainted from dark aubergine to the car's original blue and silver. After two years and 4,000 hours of work by restorer Bob Mosier, Connor felt the car was ready for Pebble Beach, and he was right; the teardrop came out on top in 1997.

Coupe
Chassis number: 90107
Engine number: 173180 or 85021

This Talbot-Lago is one of two automobiles built by Figoni with these iconic closed front fenders - and the sole survivor with the original body. Entitled the 'Coupe Amerique,' it debuted at the 1937 New York Auto Show - the first time Figoni's 'teardrop' design had been seen Stateside. It was exhibited at the Trocadero Gardens in Paris for the 1938 Concours d'Elegance Femina, and won the Prix d'Excellence for its then-owner, the Princess of Kapurthala, also known as Stella Mudge, a dancehall performer who married the Maharaja of Kapurthala.

The car was sold in 1939 to well-known American collector Tommy Lee through Luigi Chinetti, and was later acquired by Lindley Locke, who kept it for nearly 50 years. It went to the Nethercutt Collection in 2004 and, following an exacting restoration, won its class at the Pebble Beach Concours in 2005.

New York Teardrop Coupe by Figoni & Falaschi
Chassis number: 90105

This exquisite Talbot-Lago Teardrop was the fourth T150C-SS chassis of 14 built and one of only a handful of the desirable New York models, considered to be the most spectacular examples of the iconic Teardrop design. This was the only Teardrop constructed without a sunroof, giving the car an even purer line than its sister cars. To offset ventilation issues, the car was fitted with twin outward-opening windscreens - a design patented by Joseph Figoni that further enhanced the unique character of this car. But for all its aesthetic prowess, this car was a triumph on the track, too, taking 11th place overall at the 1950 Grand Prix in Watkins Glen. The car was also raced at Wilmot Hills and Elkhart. After passing through the hands of Tommy Lee, Brooks Stevens, and Bruce Lustmen, the Teardrop found its way to John W. Rich and the JWR Automobile Museum in Pennsylvania.

Coupe
Chassis number: 90103
Engine number: 85018

It is said that the Talbot-Lago T-150C chassis inspired the design of many open roadsters and closed cars, most notably a series of curvaceous custom coupes. Produced in France, the ultra-rare Talbot-Lagos are among the most sought-after collector cars ever built. Featuring exceptionally streamlined styling and certainly light enough to be raced competitively, they were called Goutte d'Eau (drop of water), and they became known as Teardrop Talbots. Famed Parisian coachbuilders Joseph Figoni and Ovidio Falaschi would actually patent the car's distinctive flowing shape.

Figoni & Falaschi of Paris introduced their curvaceous coupe on a T150C-SS chassis at the 1937 Paris Auto Salon, with the model Jeancart. This coupe, with the same chassis as its base, followed in New York and became known as the goutte d'eau or teardrop. Originally intended for racing, the Type 150-SS was given a 4-liter inline 6-cylinder, three-carburetor motor with a Hemi head.

This car made a bold statement at the 1937 Auto Show held at the New York Auto Show at the Grand Central Palace. This is the prototype car of the style #9220 known as Goutte du Eau - 'Teardrop.' It is considered by many as one of the most iconic shapes in the Automotive French Art Deco era. The Fagoni & Falaschi style is flamboyant, yet elegant. Their use of wild and bright colors made their cars very popular among the participants in early French Concours d'Elegance events.

There are believed to be approximately ten to twelve type 9220 Goutte du Eau coupes built between 1937 and 1938. These are high-performance sports coupes built to rival any of the world's great cars. It is said that it took Figoni & Falaschi craftsmen 2,100 hours to complete a single body, and no two Teardrop coupes are alike. This is a top-of-the-line SS (Super Sport) version featuring an independent front suspension.

This example is the only known aluminum body and fender car built. The car spent its early life in France and Switzerland. This was also the first 'New York-style' Teardrop coupe built. Its first owner was Freddie McEvoy, an Australian member of the 1936 British Olympic bobsled team. A prominent player on the Hollywood scene, McEvoy's ready access to celebrities made him the ideal high-profile owner. It was relocated stateside in 2000. The restoration was completed in 2011.

Coupe
Chassis number: 90105
Engine number: 85019

In the late 1920s, the French developed a style known as goutte d'eau, literally a drop of water referring to nature's perfect aerodynamic shape. Figoni and Falaschi adopted this style, producing awe-inspiring coachwork. The Talbot Lago shown exemplifies this and is one of a dozen vehicles built.

In 1934, Major Anthony Lago rescued Talbot from the brink of insolvency. He rebuilt the company by building sports racing cars. By 1937, Talbot-Lago cars defeated Europe's best by finishing first, second, third, and fourth at LeMans.

This car was originally owned and street raced by Tommy Lee. It was later owned and raced by Brooks Stevens. Aside from mechanical maintenance, the car remains original and largely as it was built in 1937.

by Dan Vaughan

Coupe
Chassis number: 90105
Engine number: 85019

While there have been a number of cars to wear the dashing lines of a teardrop, only a few were set apart by the special chassis that served as a foundation for their entrancing bodywork. These mythical cars are known as the T 150 C SS. The T150 C began as a pure racing car with the 'C' designation signifying 'Corse.' The shortened SS chassis was a clever design by Vincenzo Bertarione featuring an engine tuned by Lucien Girard. The chassis was rugged and handling was balanced and predictable with the inline six-cylinder providing outstanding performance, smoothness and a surprisingly thrifty fuel economy. The T150 C had considerable competition success, coming third at the 1938 Le Mans 24 Hours, winning the Tunis Grand Prix, finishing in the top two positions in the Tourist Trophy and sweeping the all-important French Grand Prix in 1937. With slight modifications, it is this chassis that formed the basis of the magnificent road car, imbuing one of the most stunning automotive designs with sufficient substance and a thoroughbred pedigree. Mounted on this excellent platform is the highest example of coachbuilder's art. The Figoni et Falaschi body is widely considered to be the definitive design of its era, displaying ideal proportions, alluring details, and faultless forms. The Tear Drop was the epitome of a modern Europe, embodying the qualities of speed, aerodynamic prowess, and good taste. As legendary automotive designer and historian Strother MacMinn once said, 'The Talbot Tear Drop Coupe represents what may be one of the finest examples of assembled form applied to the automobile.' High praise indeed.

This Tear Drop, chassis 90105, is the fourth of a mere 14 T 150 C SS chassis built and one of only a handful of the desirable New York models ever produced. The New York models are considered to be the most spectacular and cohesive examples of the Tear Drop – the identifiable example of this landmark design. A distinctive car from new, this was the only Tear Drop to be constructed without a sunroof, giving the car an even purer and more purposeful shape than the cars fitted with this option. To offset the ventilation issues of this unique configuration, a concession was made to fit the car with twin outward-opening windscreens for necessary ventilation – a unique Joseph Figoni patented design that further enhances the character of this car.

While the first registered owner of this car is unconfirmed, it is believed to have been briefly used by Frederic McEvoy, the 1937 world bobsleigh champion and double Olympic gold medalist. Mr. McEvoy was a luxury-car dealer who was associated with chassis 90103, and it is believed that he may have initially used this car, chassis 90105, for promotional purposes. At the time, it was registered in Paris as '9187 RL 3.' A period image of the car, identifiable by the lack of a sunroof, shows it wearing this registration. Despite its initial stay in France, the car was destined for American shores as evidenced by the round laurel wreath badge, a feature designated strictly for export cars.

In 1939, Thomas 'Tommy' Lee, the son of wealthy West Coast Cadillac dealer Don Lee, ensured that the car's destiny would be fulfilled when he purchased this Talbot-Lago through famed distributor Luigi Chinetti who had only recently left Italy for France during the rise of Mussolini's fascist government. Mr. Lee, the consummate enthusiast and playboy, shared his father's passion for exquisite automobiles and began to amass an outstanding collection of the finest sporting cars, even creating special one-off cars to suit his particular tastes and needs. His stable at one time included a similar Tear Drop, chassis 90107, which was constructed for the Maharani of Khapurthala; three Alfa Romeo 8Cs, including two 2.9s; one of the earliest Ferrari 166 Barchettas; and countless coachbuilt American customs, Bugattis, Lagondas and Mercedes-Benz automobiles. Of all those cars, this Tear Drop was his preferred and most frequent driver.

Longtime personal mechanic to Mr. Lee, Bud Stump, recalled his employer's ebullient reaction to this particular acquisition and the Tear Drop remained in Los Angeles for the next decade. During that time, the car was enthusiastically campaigned and became well known in Los Angeles for terrorizing the local boulevards in impromptu street races, a rather incongruous use for such a dignified automobile. On several occasions, the car was taken to the nearby dry lakes east of Los Angeles, where it was seen competing in speed trials against other exotics and recently developed hot rods – all while in stock form. Beyond its exploits at the dry lakes, Mr. Lee took advantage of the thoroughbred chassis of the Tear Drop, and the car war seen racing around the local road courses.

The presence of the Tear Drop in Los Angeles in the late 1940s would have been a tremendous influence on the growing number of aspiring hot-rodders and customizers. The Talbot-Lago's genius combination of Figoni's aerodynamic groundbreaking design and tested high-performance mechanicals served as the image of the ideal machine. Soon after the Tear Drop appeared in Los Angeles, a number of swooping, enclosed customs were created, taking cues from the Talbot and other great European cars. This new generation of customs featured exaggerated concepts from the Talbot, including wildly louvered bonnets, voluptuous fenders, flared headlights and small, stylized windows.

Sadly, Mr. Lee's exploits caught up with him, and he was badly injured in an accident in another car that left him with chronic pain so great that eventually, in January 1950, he took his own life. After his tragic death, Mr. Lee's prized Tear Drop was consigned to International Motors, a famous Los Angeles-based exotic-car dealership operated by Roger Barlow. The car was purchased from Mr. Barlow by a Mr. Neal, and later sold to Ralph Knudsen of Milwaukee, Wisconsin.

In 1950, this car caught the eye of renowned industrial designer Brooks Stevens. Stevens was famous for his iconic American designs and well known for his work with Studebaker and Harley-Davidson as well as his one-off Scimitar All-Purpose sedan. He was also responsible for the Oscar Meyer Weinermobile, Skytop Lounge passenger trains, the Miller High Life soft-cross logo, the Steam-O-Matic iron and Allis-Chalmers tractors. Mr. Stevens spotted the car in front of a local restaurant and, after tracking Mr. Knudsen down, persuaded him to sell the car so he could add it to his growing collection of significant automobiles. In 1968, an Alfa 8C 2.9 Spider formerly owned by Tommy Lee joined the collection, and both cars continued to share the same garage for many years to come.

Not simply content with the world of design, Mr. Stevens also had a passion for motor sport and by the end of the year, he had entered the car in the Grand Prix at Watkins Glen. This competition outing was documented in a 1957 article in Road & Track. Wearing the number 115, the car was admirably driven by Jim Floria and finished 11th overall, a true feat considering that it had been over two decades since the car was built and, furthermore, the Talbot ran entirely unmodified for competition use. Later, after campaigning the car at a local race in Wilmot Hills, Wisconsin, Mr. Stevens decided that it would be best to retire the Tear Drop from competition.

In addition to having one of the finest automobile collections of his time, Brooks Stevens is perhaps best remembered for coining the phrase 'planned obsolescence,' famously defining the term as 'instilling in the buyer the desire to own something a little newer, a little better, a little sooner than is necessary.' Despite this, Mr. Stevens was a passionate caretaker and preservationist with regard to his beloved Talbot-Lago, which he considered a milestone in automotive styling and modern design. There would be no desire for anything newer, better or sooner. In fact, were it not for his museum curator's hasty decision to repaint the car while Mr. Stevens was away in 1979, this Talbot would almost certainly still wear its original metallic blue livery. The car was kept in his automotive museum in Mequon, Wisconsin until his passing in 1994. It was then sold to renowned collector Bruce Lustman who had the car sympathetically returned to its original mechanical specifications, as some minor modifications had been made for its later competition endeavors. Since Mr. Lustman's ownership, the car has had only two caretakers. Other than the minor work, it has been preserved as it had for the previous decades and is said to perform superbly.

The history of this car is well-known and fully documented since its arrival in Tommy Lee's stable in 1939. It is featured prominently in Richard Adatto's comprehensive work From Passion to Perfection, regarded as the definitive survey of French aerodynamic cars of the 1930s. More than 70 years after its construction, it still remains exceptionally original, retaining all of its impressive Figoni et Falaschi coachwork and presented with a beautifully preserved leather interior. The patina evident throughout this car is immensely attractive and is clearly the result of careful use and a good deal of attentive care over the past 72 years. According to Mr. Adatto, the Tear Drop retains all of its original running gear, engine, gearbox, and axles. It also has such precious details as the original Marchal headlamps and the original headliner with its unique hatched material. Even the trunk lining and the cross-hatched chrome trim along the trunk lines are still present. This is one of the most spectacular and significant automobiles ever built and a car that has been cherished by automotive connoisseurs from new. With its remarkable, unblemished history, timeless design, exhilarating performance, and unquestionable originality, this automobile deserves special consideration. It has never suffered the ravages of unsympathetic restorers. There are simply not enough superlatives to describe this Talbot-Lago, and its significance to automotive history cannot be sufficiently emphasized.

by Gooding & Company

by Talbot-Lago

Coupe
Chassis number: 90106

Described by Figoni as a 'Faux Cabriolet', this teardrop was used to publicize the reliability of the Talbot-Lago chassis. On a bet, it was driven from Paris to Nice in less than 10 hours. It is one of the most elegant styles created by Figoni and is considered by enthusiasts to be his most outstanding design.

This car was the epitome of the high-quality performance and aerodynamic coachwork that defined 1930s French automotive styling. The chassis was designed by Anthony Lago in 1935, ad the series was produced between 1937 and 1939. The car had a 4-liter inline 6-cylinder engine with a hemispherical head and overhead valves on a 2.65-meter racing chassis, all designed by Talbot engineer Walter Becchia. The coachwork was by Figoni et Falaschi of Paris, masters of streamlined styling. The T150 C SS won prizes at every major concours in prewar France. The press nicknamed this model the goutte d'eau, or 'tear drop,' the perfect aerodynamic shape. Woolf Barnato, Chairman of Bentley Motors in 1925, became the car's first owner after he saw it at the Olympia International Automobile Exhibition in London.

Cabriolet by Figoni & Falaschi
Chassis number: 90111

This Talbot-Lago T150C-SS was built by the French coachbuilder Figoni & Falasci in 1938. It is the first of two cabriolet bodies that the company built on the T150C-SS chassis, and the only complete survivor. The 'C' in the model name stood for competition, while the 'SS' was for super-sport (denoting the high-performance configuration). This was the shortest and lightest T150 chassis and the basis for Talbot-Lago's enormously successful racing efforts of the 1930s. This ultra-light, super-short chassis, coupled with Figoni's inspired coachwork, was the lynchpin for Talbot-Lago's racing success.

This Talbot-Lago was first registered to Michael Dassonville in Paris (a wool merchant), who, after World War II, abandoned the auto there when escaping to Brazil under mysterious circumstances. The auto was eventually sold by the French authorities in 1952. It then changed hands several times before being sold in the mid-1950s to Vojta Mashek of Chicago. Mashek drove the car in Vintage Sports Car Club of America events, winning many races, and it remained in his family until 2008, when it was sold to Jim Patterson of Louisville, Kentucky. It was bought by the current owners in 2015 and has now been restored to look as it was in 1938.

Roadster by Figoni & Falaschi
Chassis number: 82928

Louis Delage began producing cars in 1905, assembling parts from other companies and adding his own bodies. The company won its first car race, the Coupe de Voiturettes in 1906. Delages were entered in numerous competitions ranging from the French Grand Prix to the Indianapolis 500, where it won in 1913 and 1914.

Prior to WWII, Talbot was partnered with Sunbeam and Darracq. The company fell victim to the Great Depression and entered voluntary liquidation in 1935. It was acquired and reorganized by Antonio Lago. The company was then known as Talbot-Lago. These cars had great racing history, in particular, became of the engineering skills of Lago. Figoni and Falaschi built a number of bodies for the more sporty Talbots. The T150 began as a pure racing car. They had considerable racing success and coupled with the aerodynamic body design, they embodied speed and elegance. The 150 was the 'C' designation meant course or competition. The cars had an engine with 'Hemi' cylinder head, a three-liter engine, and a Wilson gearbox, which allowed the driver to select a gear in advance of its need. The gear wouldn't engage until the clutch was operated.

After dealing with financial issues, Talbot debuted the lightweight 150C in 1937. These cars racked up race wins in Europe.

Chassis #82928 was originally a racecar, a prototype of this design. At about the time of completion, Rene Dreyfus took up office as Chief of Race Equipment at Talbot and was, of course, a great driver. Dreyfus also brought into the Talbot's racing program another great driver, Luigi Chinetti. Lago, being short on funds to keep his racing program going, talked Rene Dreyfus into contacting Mr. Pierre Louis Dreyfus, unrelated, who had just purchased two 1.5-liter Delahaye racers. Mr. Louis Dreyfus was very rich, with investments that included a private bank. To differentiate the drivers, he raced under the pseudonym of Helde and was still racing in 1953, sharing the wheel with Luigi Chinetti at LeMans. Helde's monies kept the race team going with the first race to be Lemans but was canceled due to a French transportation strike. Helde campaigned the car later at the G.P. of ACG, G.P. of LeMans, 24 Hours of SPA, G.P. of Comminges, Tourist trophy Race, G.P. of France, and the Coupe De Automne, all with very respectable finishes. Financially astute, Helde sold the chassis to a Mr. Finley and the body to Mr. Chinetti; Figoni and Filaschi then created the touring body on the chassis as it is presently configured.

Teardrop Roadster by Figoni & Falaschi
Chassis number: 90115

The curvaceous French coachwork of the late 1930s replaced the largely functional forms of the 1920s and early 1930s and ushered in the era of the automobile as art. The Parisian firm of Figoni & Falaschi is widely regarded as the innovator of the new look. In 1938 they produced three goutte d'eau, or 'teardrop' cabriolets, including this Talbot-Lago, which was commissioned by M. Cattino of France and built on a short T150C chassis. Its second owner was racing great Louis Rosier, who had a grand prix style body made for the car and raced it successfully, including an overall win at the Grand Prix of Albi in 1947. The car was raced in this form at circuits in Europe for many years by later owners, but it has now been returned to its original Figoni & Falaschi style glory.

Anthony Lago had taken over control of the Talbot factory in Suresnes after the merger with Sunbeam and Darracq had collapsed in 1936. By 1937 he had introduced a new line of vehicles, two of which were entered in the grueling 24 Hours of Le Mans. He continued his racing endeavors by moving to single-seat racers and by 1939 a purpose-built Grand Prix car had been completed. The onset of World War II slowed the racing endeavors but after the war and with the assistance of Carlo Marchetti an overall win at Le Mans was achieved.

The T26 was powered by a six-cylinder, DOHC cam engine that produced nearly 200 horsepower. The drum brakes on all four corners provided ample stopping power while the live-axle with semi-elliptic leaf springs rear suspension provided the necessary support needed in the corners at speed.

The Talbot-Lago T26 models were exquisite creations outfitted with coach work provided by some of the world's greatest coachbuilders. Never produced in large numbers, these T26 models are extremely rare and exclusive by today's standards.

Giuseppe Figoni was a brilliant artist who worked with metal to produce some of the most unique and flowing coach-bodies of all time. His designs amplified his hatred of the wind; the force that caused drag and crippled the cars power. His creations often centered around this hatred, evident by the streamlined designs, flush door handles, steeply raked windshield, sloping fastback, and enclosures for wheels and tires. The elegance of the Figoni et Falaschi designed vehicles are sensual and their curvy creations are regarded as art. Ovidio Falaschi provided the working capital and business expertise while Joseph Figoni created the sophisticated three dimensional design concepts.

In 1936 the T150-C entered the scene. Lago was able to persuade the famous driver Rene Dreyfus to leave the Ferrari organization, and race for the Talbot-Lago driving team at the French Grand Prix at Montlhery.

The Talbots featured metallic paints and dual-tone finishes. This was the influence of Figoni. Chrome was decorated along the edgework of many of his vehicles. Nearly all of the T150Cs were bodied by Figoni & Falaschi in a two-seater roadster design with the intent of using them for competition. A coupe version was created and offered to their wealthiest of clients.

The T150Cs had very curveacous body that were inspired by aerodynamic principles and aided the six-cylinder powerplant in doing its job of carrying the cars past their competition. The very elegant yet dramatic and bold design of the T150C was able remain stable at high speeds, a luxury it enjoyed on the long straight stretched of the LeMans raceway.

The first car was on display at the 1937 Paris Motorshow where it was given the nickname 'Goutte d'Eau' meaning water drop. The English translated the word to 'teardrop', in either case, the terms were appropriate, as its cycle fenders and body designed mimicked the form and gave the vehicles the illusion of motion even at stand-still.

There were two design of the Teardrop, the first being the notchback coupe dubbed the 'Jeancart'. This name was given to the car after the individual who commissioned the design. The second version was the 'New York' style which made its unveiling in the city of New York. There were eleven New York styles created and only five of the Jeancart. Again, since these were custom built, hand formed automobiles, each possesses their own unique qualities.

At the 1938 24 Hours of LeMans, a Talbot T-150C finished in third place behind two very fast Delahayes. In other types of competition, such as concours events and other 'beauty' contests, the Talbot-Lago's are regular winners. Though the duo of Figoni & Falashi only produced vehicles for a short part of history, they are among the most celebrated and memorable ever created.

by Dan Vaughan