B.N.C.

France, 1923 – 1931

Bollack, Netter et Cie, Levallois-Perret, Seine

Developed from the Jacques Muller cyclecar, the B.N.C. was one of the better-known French sporting voiturettes. The first BNC models had 4-cylinder sv engines by S.C.A.P. in the touring cars and Ruby in the sports versions. In 1925 more serious sports cars appeared, powered by 1100cc S.C.A.P., 1088cc Ruby DS or 1097cc Ruby K engines. The latter developed 60bhp and gave a maximum speed of 100mph. At the end of 1925 a vertically-mounted Cozette supercharger was catalogued on sports BNC’s – probably the first supercharged French cars to be sold to the public. The supercharged short-chassis model became known as the BNC Montlhéry, the unsupercharged sport-chassis as the BNC Monza, and the long-chassis as the BNC Miramas. For 1927 a sloping radiator was introduced, and was found on almost all sporting B.N.C.s henceforth, an exception being the 1½-litre Meadows-engined model of which one ran at Le Mans in 1929, and a few were sold to the public. Ruby-engined BNC’s were very successful in competitions, finishing 1st and 2nd in the 1927 Bol d’Or. In 1929 BNC took over the stock of Lombard parts and assembled a few cars which they sold under their own name, using their own BNC radiator.
Towards the end of the firm’s life BNC tried to enter the luxury market with the BNC Aigle, a large saloon with Delaunay-Belleville-built chassis and a choice of 4 or 5-litre sv straight-8 Continental engines. A.E.R. pneumatic suspension was tried on the BNC Aigle, but few of these cars were made. A coupé with 2-litre engine, sometimes called the BNC AER, was seen on the BNC stand at the 1930 Paris Salon, but did not go into production. BNC’s ceased to be made in 1931, but the Garage Siréjols assembled a few sports cars later, and the BNC marque was raced at Le Mans as late as 1935.

Source: Georgano, encyclopedia of motorcar; GNG

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DeSoto

US, 1913 – 1916

DeSoto Motro Car Co, Auburn, Ind.

The DeSoto appears to have succeeded the Zimmerman. This was a large car with a 55hp, 6-cylinder engine, which was furnished with a compressed-air starter. The DeSoto model Six-55 five-seater touring car sold for $2185.

US, 1928 – 1960

Chrysler Motors Corp, Detroit, Mich.

The DeSoto was launched in 1928 as a 3.2-litre side valve six to compete with Oldsmobile, Pontiac and the cheaper Nashes. Styling and general design of the DeSoto were in line with the 1929 Chryslers, and at $885 for a DeSoto sedan 90.000 were sold in the first twelve months. A 3.4-litre straight-8 DeSoto on a 9ft 6in wheelbase was announced for 1930 as the world’s cheapest 8-cylinder car. However, DeSoto suffered badly in the Depression, and in 1932, when flexible rubber engine mountings and free wheels were made available, sales dropped to 26.000 DeSoto cars.
The DeSoto disappeared from the British market about this time, though certain ‘Chrysler’ models listed in England (the Mortlake, Croydon, and some of the Richmonds) were in fact DeSoto cars in all but name. A 6-cylinder version of Chrysler’s advanced unitary-construction Airflow, the SE-type with a 4-litre engine, was brought out in 1934, but was an unsuccessful as its bigger sister. Later DeSotos followed regular Chrysler lines closely though in later years there was a tendency for DeSoto to move into a higher price class than Dodge; by 1952 DeSotos started $300 higher than the companion make.
By 1939 the DeSoto cars for sale were being made with independent front suspension, hypoid back axles and column change. There was a choice at DeSoto of two 6-cylinder engines and three wheelbase lengths, the longest of these being reserved for seven-seater bodywork – DeSoto continued to offer a really roomy family car right up to 1954. A 4-speed semi-automatic Vacumatic transmission became an option in 1941, but DeSoto’s big post-war change of models did not take place until 1952, when the division followed Chrysler’s lead in adopting the oversquare ohv V8; the DeSoto version was of 4½-litre capcity and developed 16-bhp. With the advent of Chrysler’s ‘flight sweep’ styling in 1955, the side-valve sixes were dropped and the standard engine in a DeSoto was now a 4.8-litre eight, giving 185bhp in Firedome guise, and 200bhp in Fireflite form. Though this redesigning saved Chrysler sales generally, the slump in the medium-price class had an adverse effect on DeSoto and in 1959 the DeSoto division was merged with Plymouth. Last of the DeSotos were the 1961 models, unitary-construction cars with a choice of three engines: Plymouth’s 145bhp ohv ‘slant six’ as used in the Valiant, and V8s of 230 and 265bhp, the two former only in Canadian DeSotos. Production of DeSoto cars ceased in November 1960 after only a few had been delivered.

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