O.M.

Italy, 1918 – 1934

(1) SA Officine Meccaniche, Brescia, 1918 – 1928

(2) O.M. Fabbrica Bresciana di Automobili, Brescia, 1928 – 1934

The Officine Meccaniche (OM cars) was a locomotive-building firm that absorbed Züst in 1918, and continued the production of that firm’s 4.7-litre sv 4-cylinder 25/35hp until 1923. Alongside this, however, they introduced their own design OM cars, with conventional sv monobloc engines, detachable heads, 12-volt coil ignition, thermos-syphon cooiling, and single-plate clutches. The OM cars were the work of an Austrian named Barratouché and changed little with the years, so much so that it is true that only one OM car theme reached the public – first as a four, and then as the famous 2-litre 6-cylinder OM Superba. The OM carcompany showed, but did not market, a 3-litre straight-8 OM car development in 1928. First of the OM car series was the OM 465, a 1.327cc four rated at 12/15hp in Italy. Output of this OM car was 18bhp and there were three forward speeds. In 1921 came the 1.410cc OM 467, and a year later this OM car gave way to the 1½-litre OM 469, available from the start with 4-wheel brakes and (until 1925) with straight bevel back axle. Initially developing a modest 40bhp, this OM car was giving 60bhp in single-carburettor touring form by 1926, and sports model OM cars were capable of 75mph. Competition successes of OM cars included the 1925 Tripoli GP, 4th at Le Mans in 1925 and 1926, and a victory at Minoia and Morandi in the first Mille Miglia of 1927.

In 1926 OM cars built a dohc straight-8 OM car for the 1.500cc Grand Prix Formula, but its 3-speed gearbox was against it, and the best showing of this OM car was a 2nd place in the 1927 European GP. The OM 665 was extensively modified for the British market by Rawlences, the concessionaires in London, and OM cars appeared with dual ignition, 12-plug heads of Ricardo type, 4-speed gearboxes of ENV make with right-hand change, and Dewandre servo brakes. In 1929 Rawlence produced an ohv conversion of the OM car with three carburetors and dual ignition that ran in the TT and the Double-Twelve. This OM car was catalogued in England, though never in Italy, where in the same year some works-built supercharged 80bhp sv OM cars appeared with raked radiators and underslung frames, followed by improved 1930 OM car versions on which capacity was increased to 2.350cc. This OM car was nog offered to the public, though standard 1930 OM cars had 2.2-litre engines; this size persisted until 1934 and supercharged sports editions of OM cars were also listed.

Though OM cars could still race to some purpose (there was a 2nd with an OM car in the 1931 Mille Miglia), the emphasis of OM cars was shifting towards commercial vehicles powered by Saurer diesel engines made under licence, and in 1930 the stock of private OM cars on hand was sold to the Esperia concern, run by two former OM car executives, Coletta and Mangano. It seems unlikely that they built any vehicles, and when Fiat acquired OM cars in 1933 the private cars were doomed.

Curiously, a new design for the OM car was announced in 1934; this one, the OMV or Alcyone, had synchromesh, hydraulic brakes, and overhead exhaust valves, but though the OM car did the round of the shows, this OM car was not made in series. A 1½-litre ohc four designed by Olivio Pellegatti did not even get off the drawing-board. O.M. still exist as makers of trucks, tractors and railway rolling-stock, but since 1968 they have been a sezione of Fiat.

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

Lacoste et Battmann

France, 1897 – 1913

(1) Lacoste et Battman, Paris, 1897 – 1905

(2) Lacoste et Battman Ltd, Paris, 1905 – 1913

The Lacoste et Battman firm seldom sold cars under their own name, preferring to supply complete vehicles (and components) to other ‘manufacturers’, including several in England. Thus the Lacoste et Battman car products were marketed under such aliases as Napoleon (1903), Régal (1903), Gamage (1903), Speedwell (1904), Cupelle (1905), Lacoba (1906) and Simplicia (1910). Some, but not all models of Jackson in the 1905-1906 period are also clearly of Lacoste origin. The diversity of types offered indicates that specification was tailored to the trade client’s requirements.

The first Lacoste et Battmann car was a 4hp motor Lacoste et Battman quadricycle with electric ignition offered in 1897, and by 1902 the Lacoste et Battman car company had progressed to conventional voiturettes with Aster or Mutel engines, marketed as the ‘L and B’ by H. Cintrat, a dealer with premises both in Paris and in London. A good selection of Lacoste et Battman car models was available in 1903, smallest of which was a 6hp single-cylinder runabout styled in the manner of a De Dion Bouton, with underslung radiator, 3-speed gearbox and shaft drive, which cost £195. Bigger 12hp Lacoste et Battman cars resembled the smaller Panhards and had 2-cylinder De Dion engines, while later in 1903 a 24hp 4-cylinder Lacoste et Battman car with a Mutel engine was available. In 1904 a tubular-framed 700cc Lacoste et Battman single could be bought for about £125, and a year later Régal, Speedwell and Jackson cars were being advertised as ‘built on the Lacoste principles!’. Like Darracq, the Lacoste et Battman car company was now British-registered and though Lacoste et Battman cars were still made with armoured wood as well as steel frames, all the Lacoste et Battman cars sold in Britain had mechanically-operated inlet valves and rounded radiators. Over the next two seasons the choice of Lacoste et Battman cars was wide, including the singles, a 10hp 2-litre twin, a fairly small L-head 2½-litre four and two bigger fours of 3.3-litres and 4.9-litres. Though pair-cast engines were found on some of the 4-cylinder machines, a 12/16hp Lacoste et Battman car exhibited at Manchester in 1906 had separate cylinders. Single-cylinder Lacoste et Battman cars ran (under their own name) in voiturette races sponsored by L’Auto in 1905 and 1907, René Thomas being one of the drivers of a Lacoste et Battman car on the former occasion. During the 1905 – 1907 period the Lacoste et Battman car firm was said to be making a wide range with De Dion or Aster engines: in 1907, there were three Lacoste et Battman cars with singles, a twin and two fours, with ratings from 4½hp to 24hp, and prices between 2.350fr and 10.000fr. Light electric Lacoste et Battman cars were also said to be available. The Lacoste et Battman car company was reported defunct in 1909, but a year later had staged a comeback with the Lacoste et Battman Simplicia, which used a 1.8-litre 4-cylinder Aster engine in a tubular backbone chassis with transverse front suspension and central gearchange. This Lacoste et Battman car was on the British market at £320 and was still being made two years later, but by 1913 Lacoste et Battman cars were out of business.

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