Isotta-Fraschini

Italy, 1900 – 1949

(1) Società Milanese d’Automobili Isotta, Fraschini & Cia, Milan, 1900 – 1904

(2) Fabbrica Automobili Isotta-Fraschini, Milan, 1904 – 1949

Cesare Isotta and Vincenzo Fraschini went into partnership in 1899, importing French cars (Mors, Renault) and proprietary engines (Aster); when their company was floated a year later the first Isotta Fraschini cars to bear their names were thinly disguised Renaults with shaft drive and 5hp single-cylinder Aster power units. A 12hp twin Isotta Fraschini car appeared in 1902, but the first wholly Italian designed Isotta Fraschini cars were not seen until 1903. These new Isotta Fraschini cars followed the fashionable Mercédès idiom with pair-cast 4-cylinder engines, side valves in a T-head, low tension magneto ignition, 4-speed gearboxes and side-chain drive. Initially three Isotta Fraschini carmodels were listed – a 4.180cc Isotta Fraschini 12, a 5.426cc Isotta Fraschini 16 and a 7.433cc Isotta Fraschini 24 – and there were few major changes until 1908, though foot accelerators and high tension ignition came in 1906 on Isotta Fraschini cars, and compressed-air starters were offered briefly in 1907, when the largest Isotta Fraschini carcar in the catalogue was the 11.3-litre Isotta Fraschini Tipo C.

Like FIAT and Itala, theIsotta Fraschini carfirm was quick to recognize the prestige value of racing: in 1905 they built an unsuccessful 17.2-litre machine with gear-driven ohc; in 1907 Minoia won the Coppa Florio with a Isotta Fraschini car; and in 1908 Trucco won the Targa Florio. The last year brought numerous successes in the USA, where 40 Isotta Fraschini cars were sold. By 1906 Isotta Fraschini were Italy’s second-ranking manufacturers, after FIAT, but they were hard hit by the Agadir Crisis, and in 1907 there was a successful takeover bid by Lorraine-Dietrich of France, whose intention it was to integrate the Milan Isotta Fraschini car-factory into their organization. By 1909, however, Isotta Fraschini were independent again and had sold a manufacturing licence to Praga in Prague.

A novelty in 1908 was a 1.327cc racing voiturette with ohc 4-cylinder monobloc engine said to run up to 3.500rpm; this Isotta Fraschini car went into limited production as the FENC type. More important, a successful uncoupled 4-wheel braking system was evolved by Oreste Fraschini and Giustino Cattaneo (who had joined theIsotta Fraschini car firm in 1905 and was to be responsible for all Isotta Fraschini cars up to 1935). This was available on production Isotta Fraschini cars by 1911, and three years later was standardized on the larger Isotta Fraschini cars. The 1909 range included a modern sv monobloc four, the ENC, available in 2.1-litre and 2.2-litre forms, though the old combination of T-head engine and chain drive persisted until 1913. The smaller Isotta Fraschini cars of 1914 closely paralleled the offerings of FIAT and Itala, coming in 2.3-litre, 3-litre and 4.4-litre sizes, with monobloc engines, 4-speed gearboxes, and optional electrics. However, for the enthusiast the Isotta Fraschini car company offered some 16-valve ohc sports cars with 4-wheel brakes and chain drive – the 6.2-litre Isotta Fraschini TM and the 10.6-litre Isotta Fraschini KM. The latter boasted dual magneto ignition, could be had with pear-shaped or V-radiator, and this Isotta Fraschini car was capable of 85-90mph on 140bhp. A Isotta Fraschini car with 130bhp 7.2-litre engine was raced unsuccessfully at Indianapolis in 1913, and there was also a shaft-driven variant of the TM, designated the Isotta Fraschini TC.

After World War 1 Cattaneo switched to a one-model Isotta Fraschini car programme with the Isotta Fraschini Tipo 8, a 5.880cc 9-bearing pushrod ohv straight-8 with alloy block, magneto ignition, 3-speed unit gearbox, central ball change, multi-plate clutch, semi-elliptic springing, and coupled 4-wheel brakes. Output was 80bhp at a low 2.200rpm, and the Isotta Fraschini car was conceived from the start as a chauffeur-driven carriage – hence the ponderous handling that attracted unfavourable comparisons with the contemporary 32CV Hispano-Suiza. Most straight-8s were exported: of 1.370 delivered Isotta Fraschini cars between 1919 and 1935 about 450 went to the United States and there were agencies in eight foreign capitals. In 1925 the Isotta Fraschini Tipo 8 gave way to the 7.4-litre Isotta Fraschini 8A with servo brakes, higher gear ratios, and an output of 110 – 120bhp; the 135 bhp Isotta Fraschini 8ASS sports version was said to do 104mph. By 1929 a Isotta Fraschini carlimousine cost £2.900 in London or $22.750 in New York. Two years later came the last of Isotta Fraschini car with a straight-8, the Isotta Fraschini 8B. This had a redesigned engine capable of 3.000rpm, coil ignition, and a stiffer and deeper frame; from 1932 Isotta Fraschini car was available with a 4-speed preselective gearbox, a conversion initiated by Antione Lago, then the Isotta Fraschini company London agent. In 1934 a 4-speed synchromesh box was offered, but by now sales were down to a trickle (only 25-30 8Bs were made all told, as against 950 8As) and the Isotta Fraschini car company, after unsuccessful negotiations for a merger with Henry Ford, elected to concentrate on aero engines. In 1936 Isotta Fraschini joined the Caproni organization, and their only roadgoing products were diesel trucks made under MAN-licence.

There was a final comeback of Isotta Fraschini cars in 1947 with the Rapi-designed 8C Monterosa – Isotta Fraschini never marketed a six. This Isotta Fraschini car had a 90 degrees ohc V8 engine mounted at the rear of a platform chassis, with independent front suspension by rubber in compression and swing-axle rear suspension. The 5-speed all-synchromesh gearbox incorporated an overdrive top, brakes were hydraulic, and a curious feature was an ignition warning light that went out in the event of trouble. Various cylinder capacities were tried: the 1947 Paris Salon Isotta Fraschini car had a 3.4-litre unit, but production models were to have had 2.544cc engines. Prototype Isotta Fraschini cars wore aerodynamic convertible and closed coachwork by Touring of Milan, but less than 20 Isotta Fraschini 8Cs had been built when the factory was shut down by order of the Italian government. The name Isotta Fraschini was acquired by the Breda armaments firm, who attempted a revival of the diesel commercial vehicle range as late as 1958

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