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

Plymouth

US, 1928 to date

Chrysler Corporation, Detroit, Mich.

The 4-cylinder 21hp Plymouth car appeared in 1928 at a list price of $725 for a sedan. This Plymouth car replaced the earlier 4-cylinder Chryslers and represented a serious challenge for Ford and Chevrolet in their lowest price class. The Plymouth car had side valves, internal-expanding hydraulic brakes and ribbon-type radiator and gave the Plymouth car a close resemblance to the 1928 Chryslers and De Sotos, and Plymouth cars sold over 100.000 in its first year, even improving its sales position in the bleak economic climate of 1932. Plymouth cars adhered to four cylinders until 1933, when the Plymouth PD-series 6-cylinder was listed at less than $600. 1934 de luxe models of Plymouth cars had independent front suspension, but this was dropped after a year and did not reappear for some time on Plymouth cars. The standard engine in the later 1930 Plymouth cars had a capacity of 3.3-litres, rather smaller than that used in comparable Chevrolets and Fords: a small-bore 2.8-litre version Plymouth car was made for export up to 1939, but the name Plymouth was not usually found on Plymouth cars sold in England, which were nominally Chrysler Kew and Wimbledon sixes. After World War 2 evolution followed that of other Chrysler Corporation cars closely, the old-fashioned styling losing the Plymouth car division its long-held third place in American sales to Buick. Further, Plymouth cars retained the L-head six as its staple power unit right up to 1955, when Flight Sweep versions were introduced with over-square ohv V8 engines on accepted American lines in a variety of powers from 157 to 177bhp. The capacity of these Plymouth cars had 4.3-litres, while the six, now of 3.8-litres, remained available. These 1955 Plymouth cars were lower and longer than their predecessors and could be obtained with synchromesh, overdrive or automatic gearboxes.

The Plymouth Fury models of the ensuing decade represented a breakaway from the traditional Plymouth stolid family car, while the Plymouth Car Division was also responsible for Chrysler’s contribution to the compacts, the Plymouth Valiant launched for 1960. This Plymouth car had rather more European styling than its competitors, with a dummy spare-wheel moulding on the tail; interesting items of specification were the unitary construction of the Plymouth car, alternator ignition, and inclined in-line 2.8-litre ohv 6-cylinder engine. The influence of the Plymouth GT car on America resulted in the Plymouth Barracuda of 1965, a fastback coupé using the Valiant’s 8ft 10in wheelbase and a 4½-litre V8 power unit. Plymouth cars, like Ford and Chevrolet, was aiming at comprehensive coverage of the low and medium price market in 1966, with the compact Plymouth Valiant, the sports-compact Plymouth Barracuda, the medium-sized Plymouth Belvedere, the full-size Plymouth Fury, and the luxurious ‘VIP’ 4-door hardtop Plymouth car, offered only with a 5.2-litre V8 engine and selling for $2.930. An increasing emphasis on sporting Plymouth cars was detectable by 1968, when in addition to the established Barracuda there were two other sports coupés Plymouth car, the Plymouth GTX and the Plymouth Road Runner. All three Plymouth cars were available with 4-speed manual gearboxes and the 6.981cc 425bhp hemi-head V8 also used by Dodge. In 1970, when Valiant prices started at a low $2.172, there was also a Valiant sports coupé, the Plymouth Duster.

In 1971 Plymouth car company added a sub-compact to their Plymouth car range when they offered the 1½-litre Hillman Avenger as the Plymouth Cricket. The 1972 range of Plymouth cars embraced the Valiant on a 9ft wheelbase, the Barracudas and Satellites, and the full-size Furys with V8 engines and automatic transmission as standard. Engines in the Plymouth cars ranged from the Valiant’s 3.2-litre and 3.7-litre sixes up to the largest Chrysler unit, a V8 of 7.210cc. Electronic ignition was offered on the costliest Barracuda model. Casualties of new Federal regulations were the hemi-head engine and convertibles, and the same range Plymouth cars with minor improvements, among them manually-operated sun roofs, was offerd in 1973.

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