Winton

US, 1897 – 1924

Winton Motor Carriage Co, Cleveland, Ohio

Alexander Winton, a Cleveland bicycle maker, built a 12hp twin-cylinder experimental Winton car in 1897, which recorded 33.7mph over a mile. He produced his first Winton car for commercial sale the following year; this was a two-seater phaeton Winton car with a horizontal single-cylinder engine, 2-speed transmission, and laminated wood frame, listed at $1.000; 25 Winton cars were sold in the first season, early customers including the Packard brothers.

The first of the Gordon Bennett Cup races in 1900 stemmed from a challenge issues by Winton cars to Fernand Charron, and the designer himself took part on a Benz-like Winton car with an enormous single cylinder of 3.8-litres’ capacity, said to produce 14bhp. The Winton car failed to make any impression, but by 1901 Winton cars was producing a large horizontal-twin with its 2-speed gearbox mounted under the floor and alongside the engine. The bonnet of the Winton car was devoted to tankage, wheel steering was provided, and 40bhp was claimed. A Winton car characteristic which persisted for several years was a variable-lift inlet valve actuated by compressed air, a medium to which Alexander Winton was addicted. A 15hp touring Winton car on similar lines, with central chain drive, sold for $2.000 in 1902, increased to $2.500 for a Winton car in 1903, when nominal output went up to 20hp. One of these Winton cars was used for Jackson’s successful trans-Continental run; also in 1903 Winton cars made another bid for international racing laurels with his two Winton Bullets. Both of these Winton cars had in-line engines lying on their sides in the frame, and the inevitable pneumatic governor. Percy Owen’s Gordon Bennett car was an 8½-litre four, but Winton himself drove an 80bhp eight Winton car of 17 litres’ capacity, and with only a single forward speed. Both Winton cars retired, though the Bullets later did fairly well in American sprint events.

Vertical 4-cylinder engines and conventionally-located gearboxes were the order of the day on Winton cars in 1905, and high-tension magneto ignition was also used, but 2 forward speeds were still deemed sufficient. Three types Winton cars were marketed, ratings being 16, 24, and 40hp. The 5.8-litre Winton Model K of 1906 retained the 2-speed box, but sliding-type transmissions were found in both of Winton cars 1907 offerings, the 35hp 4-cylinder Winton Model M, which Winton car had 4-speeds and a geared-up top, and the 7¾-litre Winton Model XVI six, a 3-speed model. Two sixes Winton cars were sold in 1909, the larger of the two Winton cars having a capacity of over 9½-litres and a wheelbase of 10ft 10in. This Winton car cost $4.500, and Winton offered a compressed-air starter; by 1911 this was being used to pump up the tyres as well. Thereafter pair-cast sixes were standard on the Winton car and electric starting was adopted finally in 1915. No major changes occurred after 1920, when the earlier types Winton car gave way to the 5.7-litre Series 25 with a 4-speed gearbox.

Winton elected to abandon Winton car manufacture in 1924 in favour of marine diesel engines, and the Winton car company is still active in this field as a Division of General Motors.

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

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