The 1920s: The Dawn of Technology
HORSES BECOME STEAM, EXPERIMENTATION BUSTLES, AND EVERY CAR IS A UNIQUE SPECIMEN, A MASTERPIECE OF CRAFTSMANSHIP.
Steam, the great protagonist of the industrial revolution in the 1800s, ensured the development of communication by freeing transportation from animal power, that is, horses. Nevertheless, the appearance of vehicles remained largely unchanged, maintaining the look of traditional carriages instead of cars as we understand them today. With the advent of the new century, everything was about to change. Profoundly. And the theater for this revolution would be the first two decades of the 1900s. Speed was starting to become a part of daily life, changing the concept of space, time and distance; changing the relationships between people, exchange, and commerce. Thus the first carmakers were born, at the time similar in all respects to artisan workshops. Workers of the highest level, sophisticated panel makers, genius designers, visionary technicians, fearless drivers, untamable test pilots and courageous entrepreneurs worked side by side on the object that, more than anything else, would embody the future, progress and innovation: the automobile. Drawings, designs, tools, templates, components, wood and steel were the stars of the day. Simple elements, but in the most expert of hands they came to life, giving form to some of the most original creations ever made. Up until World War I, the world of automobiles experienced a moment of peak synchronicity between art and industry. The automobile, so beautiful and desirable, was in those years an object of great esteem and luxury that very few people, except for aristocrats and rulers, could afford. On one hand, it was extremely costly, and on the other, it required generous sums of money in order to maintain it. More than just cars, these were genuine moving salons – just think of the sophisticated 1925 Rolls-Royce Phantom I – or, in contrast, prototypes and examples (almost) solely designed to carry out legendary sporting feats. The Mercedes-Benz Typ SSK was unforgettable in this regard, propelled by an extraordinary in-line 431.1 cu in 6-cylinder engine (7,065 cc) fueled by gasoline and boosted by a Roots supercharger, capable of delivering up to 300 hp. Vehicles for the masses did not exist. Democracy on four wheels was yet to come. Similarly, talking about spiders or coupes as we understand them today would have been impossible. The first two decades of the 1900s had phaetons and torpedoes as its stars, with the latter – enhanced with incorporated doors, windshields and dashboards – to soon gain the upper hand thanks to the increased performance and greater comfort they offered. Production cars didn’t exist. Every car manufacturer created a kit composed of a motor and ladder frame, leaving master coachbuilders of the era the task of defining the vehicle’s lines and features. The same model received so many different shaped coaches, each was as different as an haute couture dress sewn to the desires of its owner. Every car was unique from the next, even those which, at least by birth, should have been twins. Instead, what the majority of the creations at the time had in common was the technical layout of their suspensions: beam axles, leaf springs and Houdaille hydraulic lever shock absorbers were a big hit – made famous by the dampening via a rotary valve instead of the classic piston. They were the only ones able to withstand the primitive road conditions at the time. For this reason, the performance recorded by the “sports” cars of the 1920s is quite impressive, being able to reach, as with the German Mercedes-Benz Typ SSK, top speeds of over 112 mph (180 km/h). This performance is even more surprising considering the widespread use of wood wheels and antediluvian, manually-operated drum brakes rather than hydraulic ones. World War I brought civilian automobile production to a halt, but at the same time it brought a strong acceleration in the spread of combustion engines. From the war’s debris, at least for high society, the need for life, modernity, games and enjoyment rose like a phoenix. It was the “roaring” twenties, marked by innovations that were nothing short of historic, like in the case of the Lancia Lambda which, ahead of its time by at least three decades, became the first car in the world equipped with a steel, load-bearing body instead of the usual ladder frame upon the coach which rested. It was a solution that would continue, evolving constantly, up to the present day. Equally historic, on the other side of the ocean, was the design choice for the Cord L-29, the first mass-produced American auto with front wheel drive. The groundwork was laid for the “bellowing” 1930s.
17
The 1920s: The Dawn of Technology
HORSES BECOME STEAM, EXPERIMENTATION BUSTLES, AND EVERY CAR IS A UNIQUE SPECIMEN, A MASTERPIECE OF CRAFTSMANSHIP.
Steam, the great protagonist of the industrial revolution in the 1800s, ensured the development of communication by freeing transportation from animal power, that is, horses. Nevertheless, the appearance of vehicles remained largely unchanged, maintaining the look of traditional carriages instead of cars as we understand them today. With the advent of the new century, everything was about to change. Profoundly. And the theater for this revolution would be the first two decades of the 1900s. Speed was starting to become a part of daily life, changing the concept of space, time and distance; changing the relationships between people, exchange, and commerce. Thus the first carmakers were born, at the time similar in all respects to artisan workshops. Workers of the highest level, sophisticated panel makers, genius designers, visionary technicians, fearless drivers, untamable test pilots and courageous entrepreneurs worked side by side on the object that, more than anything else, would embody the future, progress and innovation: the automobile. Drawings, designs, tools, templates, components, wood and steel were the stars of the day. Simple elements, but in the most expert of hands they came to life, giving form to some of the most original creations ever made. Up until World War I, the world of automobiles experienced a moment of peak synchronicity between art and industry. The automobile, so beautiful and desirable, was in those years an object of great esteem and luxury that very few people, except for aristocrats and rulers, could afford. On one hand, it was extremely costly, and on the other, it required generous sums of money in order to maintain it. More than just cars, these were genuine moving salons – just think of the sophisticated 1925 Rolls-Royce Phantom I – or, in contrast, prototypes and examples (almost) solely designed to carry out legendary sporting feats. The Mercedes-Benz Typ SSK was unforgettable in this regard, propelled by an extraordinary in-line 431.1 cu in 6-cylinder engine (7,065 cc) fueled by gasoline and boosted by a Roots supercharger, capable of delivering up to 300 hp. Vehicles for the masses did not exist. Democracy on four wheels was yet to come. Similarly, talking about spiders or coupes as we understand them today would have been impossible. The first two decades of the 1900s had phaetons and torpedoes as its stars, with the latter – enhanced with incorporated doors, windshields and dashboards – to soon gain the upper hand thanks to the increased performance and greater comfort they offered. Production cars didn’t exist. Every car manufacturer created a kit composed of a motor and ladder frame, leaving master coachbuilders of the era the task of defining the vehicle’s lines and features. The same model received so many different shaped coaches, each was as different as an haute couture dress sewn to the desires of its owner. Every car was unique from the next, even those which, at least by birth, should have been twins. Instead, what the majority of the creations at the time had in common was the technical layout of their suspensions: beam axles, leaf springs and Houdaille hydraulic lever shock absorbers were a big hit – made famous by the dampening via a rotary valve instead of the classic piston. They were the only ones able to withstand the primitive road conditions at the time. For this reason, the performance recorded by the “sports” cars of the 1920s is quite impressive, being able to reach, as with the German Mercedes-Benz Typ SSK, top speeds of over 112 mph (180 km/h). This performance is even more surprising considering the widespread use of wood wheels and antediluvian, manually-operated drum brakes rather than hydraulic ones. World War I brought civilian automobile production to a halt, but at the same time it brought a strong acceleration in the spread of combustion engines. From the war’s debris, at least for high society, the need for life, modernity, games and enjoyment rose like a phoenix. It was the “roaring” twenties, marked by innovations that were nothing short of historic, like in the case of the Lancia Lambda which, ahead of its time by at least three decades, became the first car in the world equipped with a steel, load-bearing body instead of the usual ladder frame upon the coach which rested. It was a solution that would continue, evolving constantly, up to the present day. Equally historic, on the other side of the ocean, was the design choice for the Cord L-29, the first mass-produced American auto with front wheel drive. The groundwork was laid for the “bellowing” 1930s.
17
Isotta Fraschini Tipo 8A
1924
Isotta Fraschini Tipo 8A
1924
TECHNICAL SPECS ENGINE
Rear end
Beam axle, semi-elliptic longitudinal leaf
Front longitudinal
Cylinders
V8 (90°)
Bore x stroke
3.14 x 4.92 in (80.0 x 125.0 mm)
Steering
Worm and sector
Displacement
303 cu in (4,965 cc)
Front/rear brakes
Drum
Maximum power
80 hp at 2,800 rpm
Wheels
Wood spoked 20 in (508 mm) with
Maximum torque
---
Valvetrain
Side valve, single camshaft
Valves
2 per cylinder
DIMENSIONS AND WEIGHT
Fuel supply
LaSalle carburetors
Wheelbase
128.0 in (3,251 mm)
Cooling system
Water
Front/rear track
56.0/56.0 in (1,422/1,422 mm)
end of the 1920s. While the flagship cars struggled, the more compact – and more economic – LaSalle would enjoy a period of great suc-
Length
According to clients’ specifications
cess, strengthened by elegance and attention to detail that was by no means inferior to the elite models and brands within the GM universe.
Width
According to clients’ specifications
These sporting creations have entered the hearts of American collectors, enhanced by car bodies hand made by the famous coachbuilder
TRANSMISSION
springs, Houdaille hydraulic shock
LaSalle 303 Roadster 1927
Positioning
absorbers
6.00 x 20 front and rear tires
Drive
Rear
Height
According to clients’ specifications
Clutch
Dry multi disc
Weight
2,513.3 lb (1,140 kg)
Gearbox
3 speed manual + reverse
Fuel tank
20.1 gal (76 L)
CHASSIS
The LaSalle made up the “assault division” of the Cadillac brand (which was part of General Motors) during the great depression at the
Fisher and 303 cu in (4,965 cc) V8 (90°) gas fueled engines, capable of delivering 80 hp at 2,800 rpm. That value may not be exceptional on its own, but paired with a particularly wide gear ratio, it allowed a prototype to travel 932 miles (1,500 km) at an average of 93.2 mph (150 km/h) on GM’s test track – values close to those of the winning Duesenberg in the 1927 Indianapolis 500. For this reason, the LaSalle 303 Roadster was equipped with four drum brakes (one on each wheel) instead of the two units on the rear end only that was in vogue at the
PERFORMANCE
Body
Torpedo
Maximum speed
93.2 mph (150 km/h)
time. These cars did not betray the body type trends of the time, being almost entirely covered in leather and having a soft top, which were
Frame
Steel ladder frame
Acceleration 0-100 km/h
---
truly defining elements of sports cars after the First World War. However, its two-tone paint job was quite a novelty.
Front end
Beam axle, semi-elliptic longitudinal leaf
Weight/power ratio
31.4 lb/hp (14.25 kg/hp)
springs, Houdaille hydraulic shock absorbers
34
34-35 The 1927 LaSalle 303 Roadster, during a durability test in Milford, Michigan, traveled 950.1 miles (1,530 km) in 10 hours, for an average of 95.1 mph (153 km/h) – amazing for the time.
35
TECHNICAL SPECS ENGINE
Rear end
Beam axle, semi-elliptic longitudinal leaf
Front longitudinal
Cylinders
V8 (90°)
Bore x stroke
3.14 x 4.92 in (80.0 x 125.0 mm)
Steering
Worm and sector
Displacement
303 cu in (4,965 cc)
Front/rear brakes
Drum
Maximum power
80 hp at 2,800 rpm
Wheels
Wood spoked 20 in (508 mm) with
Maximum torque
---
Valvetrain
Side valve, single camshaft
Valves
2 per cylinder
DIMENSIONS AND WEIGHT
Fuel supply
LaSalle carburetors
Wheelbase
128.0 in (3,251 mm)
Cooling system
Water
Front/rear track
56.0/56.0 in (1,422/1,422 mm)
end of the 1920s. While the flagship cars struggled, the more compact – and more economic – LaSalle would enjoy a period of great suc-
Length
According to clients’ specifications
cess, strengthened by elegance and attention to detail that was by no means inferior to the elite models and brands within the GM universe.
Width
According to clients’ specifications
These sporting creations have entered the hearts of American collectors, enhanced by car bodies hand made by the famous coachbuilder
TRANSMISSION
springs, Houdaille hydraulic shock
LaSalle 303 Roadster 1927
Positioning
absorbers
6.00 x 20 front and rear tires
Drive
Rear
Height
According to clients’ specifications
Clutch
Dry multi disc
Weight
2,513.3 lb (1,140 kg)
Gearbox
3 speed manual + reverse
Fuel tank
20.1 gal (76 L)
CHASSIS
The LaSalle made up the “assault division” of the Cadillac brand (which was part of General Motors) during the great depression at the
Fisher and 303 cu in (4,965 cc) V8 (90°) gas fueled engines, capable of delivering 80 hp at 2,800 rpm. That value may not be exceptional on its own, but paired with a particularly wide gear ratio, it allowed a prototype to travel 932 miles (1,500 km) at an average of 93.2 mph (150 km/h) on GM’s test track – values close to those of the winning Duesenberg in the 1927 Indianapolis 500. For this reason, the LaSalle 303 Roadster was equipped with four drum brakes (one on each wheel) instead of the two units on the rear end only that was in vogue at the
PERFORMANCE
Body
Torpedo
Maximum speed
93.2 mph (150 km/h)
time. These cars did not betray the body type trends of the time, being almost entirely covered in leather and having a soft top, which were
Frame
Steel ladder frame
Acceleration 0-100 km/h
---
truly defining elements of sports cars after the First World War. However, its two-tone paint job was quite a novelty.
Front end
Beam axle, semi-elliptic longitudinal leaf
Weight/power ratio
31.4 lb/hp (14.25 kg/hp)
springs, Houdaille hydraulic shock absorbers
34
34-35 The 1927 LaSalle 303 Roadster, during a durability test in Milford, Michigan, traveled 950.1 miles (1,530 km) in 10 hours, for an average of 95.1 mph (153 km/h) – amazing for the time.
35
Hispano-Suiza J12
1932
Hispano-Suiza J12
1932
In production from 1931 to 1939, the K-Series from Lincoln – a luxury division of Ford – was made up of prestigious cars of irrefutable elegance, so much so that in the model’s final years, the convertible version became the limousine of President Franklin Delano Roosevelt. The KB, the version of the car that evolved from the original KA, was equipped with a V12, instead of the 384.7 cu in (6,306 cc) V8 of its predecessor. The unit, in detail, was characterized by a narrow-angle V (65°), a capacity of 448 cu in (7,341 cc) and a single camshaft and 2 side valves per cylinder. This engine remained on the product list until 1934, when it was substituted by a 414 cu in (6,784 cc) V12, which was also destined for the KA. This evolution also brought about the fusion of the two models. However, in the eight years during which the K-Series was in production, the 3-gear manual transmission remained unchanged. It was offered in various body types – torpedo, sedan, town car and convertible – and from 1935 on it benefitted from a net improvement in its interior, from the quality of the materials and the richness of the accessories. The American production house, weakened by the crisis in 1929, had in fact decided to dedicate itself to its more affluent clients who were able to support these higher prices, trying to compensate for the drop in sales volume with higher revenue.
66-67 The 1932 Lincoln KB was originally powered by a narrow V12 engine (65°) of 448 cu in (7.341 cc) with a single overhead camshaft and two side valves per cylinder.
Lincoln KB 1932
In production from 1931 to 1939, the K-Series from Lincoln – a luxury division of Ford – was made up of prestigious cars of irrefutable elegance, so much so that in the model’s final years, the convertible version became the limousine of President Franklin Delano Roosevelt. The KB, the version of the car that evolved from the original KA, was equipped with a V12, instead of the 384.7 cu in (6,306 cc) V8 of its predecessor. The unit, in detail, was characterized by a narrow-angle V (65°), a capacity of 448 cu in (7,341 cc) and a single camshaft and 2 side valves per cylinder. This engine remained on the product list until 1934, when it was substituted by a 414 cu in (6,784 cc) V12, which was also destined for the KA. This evolution also brought about the fusion of the two models. However, in the eight years during which the K-Series was in production, the 3-gear manual transmission remained unchanged. It was offered in various body types – torpedo, sedan, town car and convertible – and from 1935 on it benefitted from a net improvement in its interior, from the quality of the materials and the richness of the accessories. The American production house, weakened by the crisis in 1929, had in fact decided to dedicate itself to its more affluent clients who were able to support these higher prices, trying to compensate for the drop in sales volume with higher revenue.
66-67 The 1932 Lincoln KB was originally powered by a narrow V12 engine (65°) of 448 cu in (7.341 cc) with a single overhead camshaft and two side valves per cylinder.
Lincoln KB 1932
Delahaye 135 M
1936
Delahaye 135 M
1936
Talbot-Lago T150C SS This car would become immortal thanks to the coachbuilders that gave it its outline. First were the French Figoni & Falaschi, famous in the second half of the 1930s for the teardrop design of many of their creations; it was a look that broke with the aesthetic canons of the previous decade and which substituted sinuous, curving features in place of clear, stark trims. The fenders were “pontoon” style, that is, integrated into the car body. Its mechanicals proved to be no less refined in its design. The independent front suspension helped keep the car’s weight under 3,307 lb (1,500 kg). The brakes were hydraulically assisted drums, guaranteeing a record-breaking stopping distance for the time. Based on a barchetta-style competition car, the transalpine coupe was driven by a 243.9 cu in (3,996 cc) in-line 6 cylinder with hemispherical combustion chambers, capable of delivering – if one opted for the system with three instead of two Stromberg carburetors – 172 hp at 4,100 rpm. The 4-speed manual Wilson transmission accompanied by a pre-selector can be considered the forerunner to all automatic transmissions. Thanks to a small lever, it was possible to choose the next gear to be engaged, and then engage it only using a press of the clutch. Only 14 copies were made and the value of this car today is over $4.4 million (3.5 million euro).
130-131 The 1938 Talbot-Lago T150C SS was made immortal by its iconic silhouette, crafted by French coachbuilders Figoni & Falaschi.
130
1938
Talbot-Lago T150C SS This car would become immortal thanks to the coachbuilders that gave it its outline. First were the French Figoni & Falaschi, famous in the second half of the 1930s for the teardrop design of many of their creations; it was a look that broke with the aesthetic canons of the previous decade and which substituted sinuous, curving features in place of clear, stark trims. The fenders were “pontoon” style, that is, integrated into the car body. Its mechanicals proved to be no less refined in its design. The independent front suspension helped keep the car’s weight under 3,307 lb (1,500 kg). The brakes were hydraulically assisted drums, guaranteeing a record-breaking stopping distance for the time. Based on a barchetta-style competition car, the transalpine coupe was driven by a 243.9 cu in (3,996 cc) in-line 6 cylinder with hemispherical combustion chambers, capable of delivering – if one opted for the system with three instead of two Stromberg carburetors – 172 hp at 4,100 rpm. The 4-speed manual Wilson transmission accompanied by a pre-selector can be considered the forerunner to all automatic transmissions. Thanks to a small lever, it was possible to choose the next gear to be engaged, and then engage it only using a press of the clutch. Only 14 copies were made and the value of this car today is over $4.4 million (3.5 million euro).
130-131 The 1938 Talbot-Lago T150C SS was made immortal by its iconic silhouette, crafted by French coachbuilders Figoni & Falaschi.
130
1938
Maserati A6 GCS/53
1953
Maserati A6 GCS/53
1953
Austin-Healey 3000 1959
Produced by the BMC (British Motor Corporation) under the Austin-Healey brand, this was the successor to the historic 100 spider. It owed its name to the displacement of its engine, an in-line 6-cylinder 177.7 cu in (2,912 cc) pushrod valve train. The original version was characterized by a dual carburetor fuel supply – which guaranteed a maximum power of 126 hp at 4,600 rpm and torque of 162.0 lb-ft (22.4 kgm) at 2,700 rpm – and from the “mixed” braking system from the British specialist Girling, composed of 11.0 in (280 mm) diameter discs in the front end and drums, also 11.0 in (280 mm) in diameter, in the rear end. This modern solution gave the British vehicle a competitive edge in many street races. It was available exclusively in the “en plein air” configuration with a removable hardtop, tending towards variations of either two “dry” seats or 2+2. It was made in nearly 14,000 copies and was succeeded by a second generation, called the Mark II, improved by three carburetors and an optimized camshaft: its power grew to 132 hp. The third series – Mark III – debuted in 1963 and remained in production until 1967, the year in which Austin-Healey ceased operation. It could count on a powerful engine (150 hp) and decidedly more luxurious interiors with respect to the past, embellished with refined walnut finishes. It was the last, “great” Austin-Healey. 204-205 The 1959 Austin-Healey 3000 was available exclusively in the “en plein air” configuration with a removable hard-top, with 2 or 2+2 seat variations.
Austin-Healey 3000 1959
Produced by the BMC (British Motor Corporation) under the Austin-Healey brand, this was the successor to the historic 100 spider. It owed its name to the displacement of its engine, an in-line 6-cylinder 177.7 cu in (2,912 cc) pushrod valve train. The original version was characterized by a dual carburetor fuel supply – which guaranteed a maximum power of 126 hp at 4,600 rpm and torque of 162.0 lb-ft (22.4 kgm) at 2,700 rpm – and from the “mixed” braking system from the British specialist Girling, composed of 11.0 in (280 mm) diameter discs in the front end and drums, also 11.0 in (280 mm) in diameter, in the rear end. This modern solution gave the British vehicle a competitive edge in many street races. It was available exclusively in the “en plein air” configuration with a removable hardtop, tending towards variations of either two “dry” seats or 2+2. It was made in nearly 14,000 copies and was succeeded by a second generation, called the Mark II, improved by three carburetors and an optimized camshaft: its power grew to 132 hp. The third series – Mark III – debuted in 1963 and remained in production until 1967, the year in which Austin-Healey ceased operation. It could count on a powerful engine (150 hp) and decidedly more luxurious interiors with respect to the past, embellished with refined walnut finishes. It was the last, “great” Austin-Healey. 204-205 The 1959 Austin-Healey 3000 was available exclusively in the “en plein air” configuration with a removable hard-top, with 2 or 2+2 seat variations.
Maserati Ghibli
1967
Maserati Ghibli
1967
WS whitestarTM is a trademark property of White Star s.r.l. © 2015, 2025 White Star s.r.l. Piazzale Luigi Cadorna, 6 20123 Milan, Italy www.whitestar.it Translation: Katherine Kirby Editing: Jerry Garrett Revised edition All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without written permission from the publisher. ISBN 978-88-540-2127-1 1 2 3 4 5 6 29 28 27 26 25 Printed in China