Austro-Daimler

Austria, 1899 – 1936

(1) Österreichische Daimler Motoren AG, Wiener-Neustadt, 1899 – 1934

(2) Steyr—Daimler-Puch AG, Wiener-Neustadt, 1934 – 1936

Austria’s most famous motor car, the Austro-Daimler, was born when Daimler of Cannstatt established a factory in Vienna for the manufacture of about 100 of its Daimler cars annually. The Austro-Daimler was a copy of its German parent. In 1906 the Austro-Daimler concern became a separate financial entity, and a year earlier, Ferdinand Porsche had replaced Paul Daimler at Wiener-Neustadt as director. A new era began, for Porsche was a designer with original ideas. He did not exercise them at once; the two 1909 Austro-Daimler models for sale were large well-made fours with side valves in a T-head and a choice of chain or live-axle drive. World-wide fame came to the Austro-Daimler company with their 1910 models, especially the Austro-Daimler 22/80ps model originally designed to win the Prince Henry Tour of that year. It accomplished this very convincingly. The five large valves per cylinder – one inlet, four exhaust – were actuated by a single overhead camshaft. A combination of well-shaped combustion chambers and light reciprocating parts made for an engine of an efficiency never before seen in a catalogued, non-racing car. Its 5.7-litres produced 95bhp. Even Porsche, however, felt that so much power could not be safely transmitted by a live axle, and chain drive was used initially. The Austro-Daimler 22/80’s small brother, the Austro-Daimler 16/18ps, had a side-valve L-head engine. After it had swept the board in the Austrian Alpine Tour of 1911, the Austro-Daimler 16/25ps Alpine variant was also for sale. In 1914 the range consisted of these three cars, the sv Austro-Daimler 20/30ps, and the luxurious Austro-Daimler 35/60ps also with side valves. Both Austro-Daimler and Daimler sold the Lohner-Porsche, the name given to the electric and petrol-electric cars designed by Porsche before he went to Wiener-Neustadt. The Vienna Austro-Daimler firm was Austria’s largest manufacturer of motorcars.

Immediately after World War 1 a few cars were assembled in Liège from pre-war Austro-Daimler parts by M. Klinkenhammers, and sold under the Alfa-Legia. On their home ground the company returned to high-grade fast tourers. As well as the old ‘Austro-Daimler 16/18’ and ‘Austro-Daimler 20/30’, they made the new Austro-Daimler AD617 for sale, a 6-cylinder car of 4.4-litres with a single overhead camshaft, that was succeeded in 1923 by its development, the Austro-Daimler ADV17/60ps for sale, which was the same but for its front wheel brakes. Four years earlier, Porsche had maintained his reputation for really exciting design by producing the Sascha-type Austro-Daimler, a 1100cc – later 1½-litre – racing voiturette. Its four cylinders, like the six of the Austro-Daimler AD617, were of aluminium, with detachable steel liners. There were two overhead camshafts, however, and dry sump lubrication. The power output was 50bhp. Four-wheel brakes were, of course, fitted.

Although Porsche left Vienna in 1923 to return to Daimler, he was mainly responsible for the new ADM type, which was offered alongside the Austro-Daimler ADV17/60 from that year. The Austro-Daimler ADM1 was basically similar, but had a smaller engine of 2½-litres, and its rounded radiator was a departure for the hitherto traditional Austro-Daimler V-shape. It was sold in sports from in 1925 as the Austro-Daimler ADMII. After 1926, the old Austro-Daimler ADV17/60 was dropped and the ADM engine was enlarged to three litres by increasing the bore. This Austro-Daimler ADMIII in sports form developed 100bhp at 400rpm, and could do more than 100mph. Porsche’s successor, Karl Rabe, designed the even more advanced ADR type. Its tubular backbone chassis and swing-axle independent rear suspension so resembled that of the Tatra that legal action was taken against Austro-Daimler. The Austro-Daimler ADR was available in sports or normal form. At first, the Austro-Daimler ADR used the old ADMIII engine, but the Austro-Daimler ADR6 Bergmeister of 1929, one of the most glamorous Austro-Daimler built, had a new 3.6-litre power unit providing 120bhp. This car was made until production ceased shortly after the Steyr-Daimler-Puch amalgamation in 1934. The Austro-Daimler ADR8, the firm’s first and last 8-cylinder car, designed for more formal bodies, had disappeared in 1933 after a life of three years.

Source: Georgano, encyclopedia of motorcar; TRN

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American Austin (Bantam)

US, 1930 – 1941

(1) American Austin Co Inc, Butler, Pa. 1930 – 1934

(2) American Bantam Car Co, Butler, Pa. 1935 – 1941

This was a license-produced Austin Seven with mirror-image engine. Chevrolet-like styling, and fixed disc wheels with detachable rims, selling in sedan form at $445. Unfortunately Americans have never been keen on sub-compacts, and rumoured orders for 180.000 American Austin cars boiled down to a trickle of sales. The make’s first year was its best, and even then only 8.558 American Austin cars were sold. There were receiverships in 1932 and 1934, and no car at all were produced in 1935 or 1936. In 1937 the American Austin was renamed the Bantam, with styling by Alexis de Sakhnoffski, a new horizontal-barred grille, pressure lubrication, mechanical pump feed, and synchromesh. The 1940 Bantam models had enlarged 800cc engines with 3-bearing crankshafts, and the range now included a four-seater convertible as well as roadsters, tourings, station wagons and light commercials, but few found buyers. In the same year the Bantam company produced the first successful Jeep prototype with 4-cylinder Continental engine for the US Army. Though the big contracts went to Willys and Ford, Bantam not only rescued themselves but abandoned car manufacture for good.

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com