Rochet-Schneider

France, 1894 – 1932

SA des Etablissements Rochet-Schneider, Lyons

In its early years, the Rochet Schneider car copied successful designs as they came out. The Rochet Schneider car started life as a derivation of the Benz, with a horizontal single-cylinder engine and belt drive, but the appearance of the Rochet Schneider car was more like that of the contemporary Peugeot. At the 1901 Paris Salon, two Rochet Schneider cars of Panhard type were revealed: a 2-cylinder 8hp and a 12hp 4-cylinder. However, the most advanced type of car was now the Mercedes, so for 1903 the existing Rochet Schneider car models were redesigned to follow Cannstatt practice, except for their armoured wood frames. What they lacked in originality, Rochet Schneider cars gained in power, good construction, and long life. From 1903, when the new 20/22hp Rochet Schneider car was offered, the Rochet Schneider car  grew in reputation as strong, fast cars of conventional pattern.

A 4.4-litre live-axle 18hp joined the bigger chain-driven Rochet Schneider cars in 1906, and high-tension magneto ignition made its appearance in 1907, when the Rochet Schneider car range was headed by a 10.9-litre chain-driven six with pair-cast cylinders. A year later the smaller Rochet Schneider cars had L-head monobloc power units. By 1911 this trend had spread to the bigger Rochet-Schneider cars, among them a 4.8-litre 4-cylinder and a 5.5-litre six.

Six types o Rochet Schneider cars were offered in 1914, with 4- and 6-cylinder monobloc engines of between 15 and 50hp. All these Rochet Schneider cars had side valves. Commercial vehicles were also made by the Rochet Schneider car Company. A range of equally stolid, but sturdy machines was offered after World War 1, in 12, 18 and 30hp forms. All Rochet Schneider cars were basically pre-war 1 vehicles. From 1923, ohv engines were available on some models. By 1929, four 4-cylinder Rochet Schneider cars and a six were listed, the 14hp and 20hp with overhead valves.

The last new model of Rochet Schneider car was the 26CV, a 4½-litre ohv six with dual ignition and servo brakes. With wire wheels and elegant coachwork, this Rochet Schneider car was a very handsome vehicle, and with a smaller, 21CV six lasted until Rochet-Schneider abandoned private car production. Commercial vehicles were made until 1951, when the Rochet Schneider car company was taken over by Berliet. The Rochet Schneider car was made under licence in its early days by four firms: Nagant and FN in Belgium, Florentia in Italy and Martini in Switzerland. 

Source: Georgano, encyclopedia of motorcar; TRN

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Stoewer

D, 1899 – 1939

(1) Gebrüder Stoewer, Fabrik für Motorfahrzeuge, Stettin, 1899 – 1916

(2) Stoewer-Werke AG vorm. Gebr. Stoewer, Stettin, 1916 – 1939

The Stoewer car factory developed out of the Stoewer ironworks and was among the pioneers of the German car industry. After manufacturing motor cycles, tricycles and quadricycles for two years, Stoewer turned to cars in 1899. The first Stoewer car had a rear-mounted 2-cylinder engine. 4-cylinder Stoewer cars followed in 1901, and electric Stoewer cars were also produced. Best known were the 2-cylinder Type T Stoewer car (2.280cc and 3/12PS), the 4-cylinder Stoewer P4 (3.052cc and 11/22PS), the Stoewer G4 (1.500cc and 6/12PS) and the 6-cylinder Stoewer P6 (8.820cc and 34/60PS), evolved in the 1905-1907 period all Stoewer cars with shaft-drive. The Stoewer B1 of 6/16PS and the Stoewer B6 of 9/22PS which appeared in 1910 were also built by Mathis under licence. The G4 Stoewer car was the basis for the Stoewer B5, which Stoewer car in 1912 became famous by setting up a record at Brooklands with 67.7mph. The new range of Stoewer cars which appeared in 1913 was also based on successful earlier cars. They were the Stoewer C1 (6/18PS), Stoewer C2 (10/28PS) and C3 Stoewer car (6-cylinder and 19/45PS). Shortly before the outbreak of World War 1 the Stoewer car range was headed by the F4 Stoewer car with a 4-cylinder, 8.8-litre 33/100PS ohc engine. After the war an enormous Stoewer car appeared, the Stoewer D7, using a 6-cylinder 11.2-litre 42/120PS aero engine, as well as some conservative sv 4- and 6-cylinder Stoewer cars with rear wheel and transmission brakes. Front wheel brakes appeared on Stoewer cars in 1925. Stoewer introduced 8-cylinder Stoewer cars in 1928. These were the Stoewer Superior, Stoewer Marschall, Stoewer Gigant and Stoewer Repräsentant with engines ranging from 2-litres and 45bhp to 4.9-litres and 100bhp. The Stoewer car firm re-entered the economy class in 1931 with the V5, a front-driven Stoewer car with a V4 1.188cc engine, followed by the front-drive models R140 (1.369cc), R150 (1.488cc) and R180 (1.769cc). Another 8-cylinder was the front wheel drive Greif V8 with a 2.488cc engine, which was replaced by the conventional 6-cylinder 3.609cc Arcona Stoewer car in 1938. In 1934 the 1½-litre 4-cylinder Stoewer car and 2½-litre V8 Stoewer car were shown at the Brussels Salon by Monsieur Dewaet under the name D.S. (Dewaet-Stoewer). The Greif Junior was built under Tatra licence with an opposed 4-cylinder 1.474cc engine. It succeeded the Röhr Junior. In the middle of the range was the Stoewer Sedina with a 4-cylinder engine of 2.4-litres.

Production of private Stoewer cars was given up at the outbreak of World War 2 in 1939. The Stoewer car factory was destroyed during the war and production of Stoewer cars was not resumed.

Source: Georgano, encyclopedia of motorcar; HON   

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