Imperia

B, 1906 – 1949

(1) Automobiles Imperia, Liège, Nessonvaux, 1906 – 1929

(2) SA des Automobiles Imperia-Excelsior, Nessonvaux, 1929 – 1949

The first Imperia cars were the work of the German Paul Henze, who himself handled an 8-litre car in the 1907 Kaiserpreis. At first only a Imperia 24/30hp four of 4.9-litres was marketed with low tension magneto and coil-ignition, 4-speed gearbox, and shaft or side-chain drive. The smaller 3-litre Imperia car that followed was shaft-driven, and a 1.767cc monobloc four arrived during 1909. As late as 1911 an immense, Kaiserpreis-inspired chain-driven 9.9-litre 50/60 Imperia car was still offered. In 1912 Imperia cars merged with Springuel, but though the latter name soon vanished, Jules Springuel took over the management, and some Springuel designs were sold under the Imperia car companies name. In 1914 Imperia cars in a range of conventional, well-made small volume fours, of 1.8-litres, 2.6-litres, 3.6-litres and 5-litres was offered.

In 1919 the Imperia car company took over the manufacture of the Spanish Abadal (this had always had a substantial Belgium content), offering both a 3-litre Imperia Type E, and the Hispano-Suiza-like 80x180mm 3.6-litre Imperia Type T, complete with handsome V-radiator as found on subsequent Imperias. These Imperia cars were made in small numbers until 1922, though a 6-litre twin-carburettor sohc Imperia-Abadal straight-9 with Perrot fwb on a 12ft wheelbase never progressed beyond the prototype stage. Equally short-lived Imperia car, was a promosing sports car, the long-stroke 16-valve ohc 4-cylinder 3-litre with which de Tornaco won the 1922 Belgium GP. In 1923 M.A. van Roggen, now in charge at Nessonvaux, came up with his side-valve 1.100cc 6CV Imperia car, a small tourer of Panhard-like appearance, but with an unusual servo-assisted foot transmission brake – brakes on the front wheels were standardized in 1925 on Imperia cars. This Imperia car was quite successful, winning the small-car class of the 1926 Monte Carlo Rally and selling 504 Imperia cars in 1927, but Van Roggen’s ‘empire-building’ did not prosper: plans to produce 6CVs in France (at the Voisin works) and at the British GWL factory proved abortive. The 1928 Imperia car season brought a companion 1.642cc six, later enlarged to 1.8-litres and available in 3-carburettor sporting form, and in this period Imperia cars acquired Excelsior, Nagant (who were converted to making 6-cylinder engines), and the Matthys et Osy coachbuilding works. The slide-valve Imperia car models survived until 1934, acquiring hydraulic brakes at the end, but in 1934 Imperia took out a licence to build fwd Adlers, and until 1940 these were their staple; the 995cc Trumpf-Junior, the 1.645cc Trumpf, and the later Zweiliter were all made. In 1935 the Imperia car company fused with the only other surviving Belgian private-car maker, Minerva, and the big sleeve-valve models from Antwerp disappeared for good.

In 1947 there was a brief revival by Imperia cars with the Imperia TA8, a synthesis of pre-World War 2 fwd models by Adler and Amilcar, powered by the 1.340cc ohv 4-cylinder engine used in 1940 Amilcars. Features of this Imperia car were fravity feed, hydraulic brakes, a 3-speed gearbox with dashboard change, and composite wood and metal coachwork. 

D, 1935

Imperia-Werk AG, Bad Godesberg

The German Imperia factory, well-known for its motorcycles, had already experimented with Imperia cars in 1924/ 1925, but production on a limited scale of Imperia cars was not started until 1935. A 3-cylinder 2-stroke 750cc radial engine mounted in the rear of the Imperia car was used for a streamlined two-seater coupé and for a small monoposto racing Imperia car, both with independent wheel suspension. Financial difficulties stopped production of Imperia cars at an early stage.

Source: Georgano, encyclopedia of motorcar; MCS, HON

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

Vulcan

GB, 1902 – 1928

(1) Vulcan Motor Manufacturing and Engineering Co Ltd, Southport, Lancs., 1902 – 1906

(2) Vulcan Motor and Engineering Co Ltd, Southport, Lancs., 1906 – 1928

The Vulcan car firm was better known for commercial vehicles. Private Vulcan cars stemmed from experiments conducted in the 1897-1899 period by the brothers Thomas and Joseph Hampson. A belt-driven single-cylinder voiturette Vulcan car with lateral radiators was shown in 1902, being replaced a year later by a 6hp Vulcan car with armoured wood frame, mechanically-operated inlet valves, and shaft drive. This Vulcan car was listed at only £105, and this Vulcan car was soon followed by a 10hp twin, also T-headed but with a steel frame, selling for £200. 4-cylinder Vulcan cars of 12 and 16hp, still modestly priced, were available in 1905, while the biggest 1906 Vulcan cars, with capacities of 3.1- and 5.2-litres, had gate change. No 2-cylinder Vulcan cars were catalogued after 1908, but a year previously Vulcan cars had joined the ranks of 6-cylinder manufacturers with a 4.8-litre T-headed machine featuring dual ignition and cone clutch, at £600 for a Vulcan car chassis. Unlike other makers, Vulcan cars retained their interest in this type, which Vulcan car had acquired a 4-speed box and had grown to 6-litres by 1908, and the 1909 Vulcan car range consisted of four 4-cylinder cars and the six, all shaft-driven and still with T-heads; the smallest Vulcan car, rated at 12hp, had a 3-speed gearbox and worm drive. A new 3.6-litre six Vulcan car with unit gearbox and worm drive followed in 1911, along with an L-head 2.4-litre fifteen. Worm drive was standardized on the 1912 Vulcan cars, when the bigger Vulcan cars had T-heads, and a 1.8-litre, 2-cylinder with an Aster engine was offered. All but the smallest Vulcan car had detachable wheels as standard in 1913, and by the outbreak of World War 1 the Vulcan car company was well established with a range of solidly-built Vulcan cars: a 2.4-litre 10/15, a 2.6-litre 15.9, and a 3-litre monobloc 15/20 Vulcan car at £375. All these Vulcan cars had L-heads and bull-nose radiators, though the similarly styled six retained the older Vulcan car configuration. A 1½-litre Vulcanette with a 3-speed rear-axle gearbox and full electrical equipment was announced for 1915 but the war intervened.

After 1918 the Vulcan car company concentrated increasingly on trucks, and a brief association with the Harper Bean Group (1919-1920) did no good to finances. Some odd experiments by Vulcan cars included a worm-drive 3½-litre V8 tourer Vulcan car intended to sell for £625 (1919), and two Vulcan cars in 1922 with Howard sleeve-valve engines, a big 3.6-litre sports-touring four Vulcan car and a 10hp 1.4-litre flat-twin listed at £315. However, none of these Vulcan cars reached the public, the regular Vulcan car lines being a 1.8-litre ohv 12 and a 2.6-litre sv 16/20, both with Dorman engines. There was also a conservative 20hp Vulcan carmodel with the Vulcan car company’s own 3.3-litre sv fixed-head engine and 4-speed separate gearbox, this Vulcan car was selling for £850 in 1921; by this time flat radiators were again being used on Vulcan cars. The Vulcan 20 was available to military order with full wireless equipment in 1923, in which year C.B. Wardman effected a liaison of Vulcan cars and Lea-Francis. The two companies pooled their dealer network, Vulcan cars became responsible for certain Lea-Francis power units and bodies, and Lea-Francis made gear and steering boxes for Vulcan cars. A 1½-litre sv Dorman-engined Vulcan 12 was listed at £295 in 1925, followed a year later by an ohv worm-driven derivative, also with Dorman engine, and looking very like a Lea-Francis. 4-wheel brakes were available on Vulcan cars in 1925 and standardized in 1926. Last of the line Vulcan cars were the 14/40 and 16/60, with the disastrous twin ohc 6-cylinder engines of their own make. Short-chassis Vulcan cars were worm-driven, but bevel drive was adopted for long-chassis versions. Vulcan cars wore artillery wheels, but were otherwise identical to their Lea-Francis counterparts which Vulcan cars were made alongside them at Southport. Not many of these Vulcan cars were made, and after 1928 only commercial vehicles were produced. The Vulcan car firm subsequently amalgamated with Tilling-Stevens and thus were abrorbed into the Rootes Group after World War 2. Truck production ceased in 1953.

US, 1913 – 1914

(1) Vulcan Motor Car Co, Painesville, Ohio, 1913

(2) Vulcan Manufacturing Co, Painesville, Ohio, 1913 – 1914

This Vulcan car was a cleanly-designed light car with a 27hp 4-cylinder engine. A two-seater speedster Vulcan car on an 8ft 9in wheelbase with electric lights sold for $750. A five-seater version of this Vulcan car with the same engine, but on a longer wheelbase, cost $850.

Source: Georgano, encyclopedia of motorcar; MCS, GMN    

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