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

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Morgan

GB, 1905 – 1906

Morgan and Co Ltd, Leighton Buzzard, Beds.

Made by a well-known firm of coachbuilders, the Morgan car was a conventional shaft-driven car with 5.8-litre T-head 4-cylinder Mutel engine, distinguished only by the Sparks-Boothby hydraulic clutch on the Morgan car, soon abandoned in favour of an ordinary leather cone. Only about five Morgan cars were made and their lack of success resulted in Morgan cars becoming Adler concessionaires in 1907, and abandoning motor manufacture.

GB, 1910 to date

Morgan Motor Co Ltd, Malvern Link, Worcs.

This Morgan car was the best-known, and best, of the British 3-wheelers that were popular while the horsepower tax gave the Morgan cars an advantage. H.F.S. Morgan’s tricycle was also the first of its type, this Morgan car going into production in 1910. At the front of a tubular chassis frame was an sv, air-cooled V-twin motor-cycle engine of 1.100cc by JAP, transversely mounted. Transmission of the Morgan car was by dog clutches and chains, providing two forward speeds. The steering was direct. The front wheels of the Morgan car, had independent front suspension, by sliding pillars and coil springs. There were two seats. A reasonable amount of power plus light weight meant an excellent performance of the Morgan cars. The Morgan car was safer than most 3-wheelers because its road-holding was above average. This recipe made the Morgan car popular with sportsmen, for whom the Morgan Grand Prix model was produced in 1914: the first catalogued competition Morgan car. Soon afterwards, an exiguous four-seater Morgan car, the forerunner of the Morgan Family model of the 1920s, was listed.

After World War 1, Morgan carscontinued to cater for all markets. Names changed, but the Morgan Sports or Morgan Standard model was the normal two-seater, also available in De Luxe form; the Morgan Family model was the more capacious type Morgan car, and the long-tailed Morgan Aero, later the Morgan Super Sports, was the Morgan car intended for serious speed work. Engines of Morgan cars were water- or air-cooled to choice, most being supplied by JAP, or by Blackburne in the case of the competition Morgan cars. From 1925 all the latter’s power units had overhead valves. By 1927 the Super Sports Morgan car could attain 80mph in standard trim, while the less sporting Morgan cars now had internal expanding front wheel brakes and electric starting. Geared-down steering and (if required) three forward speeds followed on Morgan cars in 1929. Even so, Morgan cars were losing customers to new, cheap sports cars such as the M-type MG. Three speeds and reverse in a normal gearbox (though still with chain final drive) were available from 1931 and standard on the Morgan car after 1932, and a modified 8hp Ford 4-cylinder engine could later be had in the Morgan car instead of the twin. Four years later the first 4-wheeled Morgan car was introduced, the excellent little Morgan 4/4. This Morgan car used an 1.122cc 4-cylinder Coventry-Climax engine with overhead inlet valves, developing 34bhp. The Morgan car was still light in weight, and retained the Morgan independent front suspension, so the performance and handling qualities of Morgan cars were well up to form. The Morgan car could attain 75mph. The twins were last catalogued in 1939.

Just before World War 2, a 1.267cc Standard 10hp engine with ohv head was substituted in the Morgan 4/4. When this was no longer available, from 1950, Morgan fitted a tuned Standard Vanguard unit in the Morgan car giving 70bhp. In this Morgan Plus Four, as the Morgan car was renamed, performance became still more lively, and when the 90bhp Triumph TR2 engine became available in 1954, maximum speed of the Morgan car rose to 100mph for the first time. With the advent of the Morgan Plus Four, there was no longer a small Morgan car, but this gap was made good in 1955, when the Morgan Series 2 4/4 arrived. This Morgan car used the very hard-wearing 1.172cc sv Ford Ten engine which had powered F4 Morgan. (The latter was the last 3-wheeler Morgan car, which had been made until 1950.) The result was a cheap, pleasant and reliable sports Morgan car of the old school. Later, the ohv Ford 105E engine was substituted. The latest version Morgan car had a 1.599cc 98bhp engine, a 4-speed all-synchromesh gearbox, front disc brakes, and the traditional Morgan suspension. The Morgan Plus Four kept pace with Triumph’s TR engine development, also acquiring disc brakes and, eventually, the 2.138cc 105bhp TR4 unit. A streamlined coupé, the Morgan Plus Four Plus of 1964, was a brief deviation from the classical Morgan car line which met with little approval and was discontinued after only 50 of these Morgan cars had been sold. When Triumph changed to a six during 1968, Morgan cars adopted a new engine for their bigger Morgan cars, and the Morgan Plus Four became the Morgan Plus Eight, powered by Rover’s 3 ½-litre 160bhp V8 and capable of 125mph. The 1973 versions of the Morgan car use the 4-speed all-synchromesh Rover gearbox in place of the Moss box previously fitted.

Source: Georgano, encyclopedia of motorcar; MCS, TRN

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