D.F.P.

France, 1906 – 1926

Doriot, Flandrin et Parant, Courbevoie, Seine

Doriot and Flandrin had worked for Clément-Bayard and Peugeot, and their first products were straightforward shaft-driven single-cylinder voiturettes with transverse rear suspension, sold as Doriot-Flandrins until Parant arrived to complete the triumvirate. The singles DFP cars were still being marketed with 1100cc engines as late as 1910, but the 1908 DFP car range already included two 4-cylinder cars with sv Chapuis-Dornier engines of 2.4-litres and 2.8-litres capacity. By 1910 there was a small DFP four, the very successful DFP 10/12hp of 1.6-litres, with L-head Monobloc engine, magneto ignition, thermos-syphon cooling, cone clutch and 3-speed gearbox. There was also a DFP 25/30hp 6-cylinder car in 1911. In 1912 DFP started to make their own engines the ‘DFP 10/12’ being joined by an excellent 2-litre ‘DFP 12/15’ with pressure lubcrication, 3-bearing crankshaft and 4-speed gearbox, capable of 2500rpm and 55mph. Further, the British concession was acquired by the brothers W.O. and H.M. Bentley, who ran the ‘12/15’ in competitions; by the end of 1913 a specially prepared example of the DFP car had been timed of the half-mile at 89.70mph. Nothing, however, could be done with the DFP 16/22hp, a 2.8-litre (later 3-litre) machine with pair-cast cylinders and poor performance. In 1914 came the sporting DFP 12/40hp with V-radiator and electrics: for this model the Bentleys persuaded D.F.P. to fit aluminium pistons, as a consequence of which a 65mph performance was available for only £320. W.O. Bentley finished 6th in that year’s T.T., an excellent effort for a 2-litre car competing against specialized 3.3-litre machines.
DFP never recovered fully from World War 1 and Bentley’s decision to set up as a manufacturer in his own right meant that the DFP car company lost its best export market. A DFP 12/15hp chassis now cost £675 as against £290 in 1914. Failing finances forced the DFP company to use proprietary engines, Altos for the 2-litre models, and a Sergant in the ‘10/12’, which went American in 1922 with central change and coil ignition, but reverted to a magneto in 1923. 1922 ‘DFP 12/40s’ had 4-wheel brakes, and a year later this model was supplanted by an ohv 4-speed ‘13/50’, once again with a DFP-built engine. At the same time the DFP company marketed the little D.F.Petite, a sporting machine in the Amilcar idiom, with an ohv 1100cc engine, 3-speed gearbox, quarter-elliptic springing all round and a back axle without differential. This DFP car had front-wheel brakes by 1925, but a year later production had ceased, the DFP car factory being acquired by the Lafitte concern.

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

E.R.A.

GB, 1934 – 1952

(1) English Racing Automobiles Ltd, Bourne, Lincs., 1934 – 1945

(2) English Racing Automobiles Ltd, Dunstable, Bedfordshire, 1946 – 1952

The ERA was produced by Raymond Mays, Humphrey Cook and Peter Berthon as a challenger in the 1500cc racing class. The ERA used a conventional chassis, a 4-speed pre-selector gearbox and a highly-developed version of the blown 6-cylinder ohv Riley engine giving 165bhp. There were 1100cc and 2-litre power units as alternatives, and with the D-series Porsche trailing-arm independent front suspension was introduced. Only 16 ERA cars were made, but the ERA car dominated the voiturette class in the hands of such drivers as Mays, B. Bira, Seaman, Fairfield, Arthur Dobson and Earl Howe. Victories outside Britain included the Eifelrenne, the Coppa Acerbo, Berne and Masaryk in 1935; the Prince Rainier Cup and Albi in 1936; the Avus, Picardie, Albi and Berne in 1937; and Picardie again in 1938. The ERA cars also dominated British road racing in their day and Raymond Mays achieved numerous fastest times at Shelsley Walsh with his ERA 2-litre car. Fifteen ERA cars still survive and are prominent in ‘historic’ racing. A sports-car project in 1937 came to nothing, but a new ERA 240bhp short-stroke six, the E-type with torsion-bar independent front suspension, a De Dion rear axle, synchromesh gearbox and streamlined body, appeared in 1939.

After World War 2 Mays and Berthon worked on the BRM V16, while ERA, now under the control of Leslie Johnson, struggled on with the unsuccessful ERA E-types until 1949. The company assisted in the design of Jowett’s 1950 ‘Jupiter’ sports car, but their last racing machine, the ERA G-type, was designed for Formula 2, and had a 150bhp 6-cylinder Bristol engine and tubular frame to the designs of David Hodkin. This final ERA product was sold to Bristol’s for testing.

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