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

Haynes Apperson

US, 1898 – 1904

The Haynes Apperson Co, Kokomo, Ind.

Although Elwood Haynes had built his first car in 1894, none Haynes was made for sale until he joined forces with the Apperson brothers. By the end of 1898 Haynes-Apperson cars were being made in two-, four- and six-seater models, all powered by a rear-mounted horizontally-opposed 2-cylinder engine of 3.120cc. The Haynes Apperson car had three forward speeds, spur gear transmission, and tiller steering. For three years this design of the Haynes Apperson car was made without great change, although the straight dash gave way to a sloping version. In November 1901 the Appersons left the Haynes Apperson car firm to make cars under their own name, but the Haynes-Apperson name continued on the cars for nearly three years longer. By 1903 the left-hand tiller steering had been replaced by a wheel, but this was still mounted on the left side, an unusual feature at the time on American cars. On 1904 Haynes Apperson car models the engine was moved to the front under a conventional bonnet, although it was still a horizontally-opposed twin. Prices ranged from $1.450 for a two-seater runabout to $2.550 for a five-seater tonneau. From June 1904 the Haynes Apperson cars began to be referred to as Haynes, and the 1905 cars with vertical 4-cylinder engines were always known under this name. The Haynes Apperson car company name was not changed until September 1905.

Source: Georgano, encyclopedia of motorcar; GNG
The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com