Rolland-Pilain

France, 1906 – 1931

SA des Etablissements Rolland-Pilain, Tours

Unusual among French marques of its period, Rolland Pilain cars made their greatest impact after World War 1. Their first product was a 20hp 4-cylinder model Rolland Pilain cars with a monobloc engine, though smaller 2.2-litre shaft-driven Rolland Pilain cars were available in 1909 and a 3-speed 1½-litre Rolland Pilain 8/10CV in 1910, in which year the Rolland Pilain car company was also experimenting with ‘valveless’ engines and 4-wheel brakes. Though racing was in the doldrums, the Rolland Pilain car company went to the trouble of building a big chain-driven Rolland Pilain car for the 1911 Grand Prix de France, and a complex 1912 range started with a Rolland Pilain 9CV of 1.7-litres and went up to a chain-driven 4-cylinder 60 Rolland Pilain car of 130x270mm. The 6-cylinder Rolland Pilain 18CV had a ‘valveless’ engine, and even in 1913 chain drive was still optional on the biggest fours of 20CV and 24CV Rolland Pilain cars. Only 1.9-litre and 4-litre 4-cylinder Rolland Pilain cars with sv monobloc engines and unit gearboxes were listed in 1914.

These basic types of Rolland Pilain cars, still with pedal-operated transmission brakes, were available again after World War 1, but far more advanced was the 2.2-litre Rolland Pilain 14/16 of 1921, which boasted not only overhead valves and a detachable head, but also front-wheel brakes (hydraulic at the front and mechanical at the rear). This Rolland Pilain car was still catalogued in 1926. Even more ambitious was the 2-litre twin ohc straight-8 GP Rolland Pilain car of 1922, with desmodromic valves, ball-bearing crankshafts and 4-wheel hydraulic brakes. A victory of a Rolland Pilain car at San Sebastian in 1923 was the limit of the success of Rolland Pilain cars on the circuits, but the type found its way into the catalogue as the Type A22 Rolland Pilain car at 90.000fr, and one of the racers also ran with a 2-litre, 6-cylinder cuff-valve Schmid engine. In 1925 came a 2-litre ohv 4-cylinder Rolland Pilain car with 4-wheel mechanical brakes, selling for £725 in England, while a 1½-litre development, the Rolland Pilain D26, was introduced for 1927. In 1929 Rolland-Pilain car, along with several other French firms, tried a Franco-American theme by introducing a range of big luxury chassis with sv Continental engines. Both the 6-cylinder, 3-litre, and the 4-litre straight-8 Rolland Pilain cars had centralized chassis lubrication, though the elegant bodywork of the Rolland Pilain car was marred by the use of artillery wheels. At the 1930 Paris Salon the Rolland Pilain car company shared a stand with the BNC (also going through a Franco-American phase), but this was the end, though the Rolland Pilain car firm’s Paris depot was still advertising spare parts for Bignan as well as Rolland Pilain cars in 1934.

Source: Georgano, encyclopedia of motorcar; MCS

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Columbia

US, 1897 – 1913

(1) Pope Manufacturing Co, Hartford, Conn., 1897 – 1899

(2) Columbia Automobile Co, Hartford, Conn., 1899

(3) Columbia & Electric Vehicle Co, Hartford, Conn., 1900

(4) Electric Vehicle Co, Hartford, Conn., 1901 – 1909

(5) Columbia Motor Car Co, Hartford, Conn., 1909 – 1913

The detailed organizational history of the Columbia car make is complex, and its ancestry includes such pioneers as Riker and Morris & Salom. The initial Columbia models were electrically powered and this source was used until at least 1907. They were sold in England under the name City and Suburban, and in France as l’Electromotion. Petrol models were introduced in 1899, known then as the Pope-Columbia, and were designed by Hiram Maxim. These petrol cars were advanced for their time, with left-hand steering wheel, full elliptical springs, a coil radiator in front, and a 2-cylinder engine. The 1903 Columbia Type XLI showed definite European influence, with a sloping bonnet, double chain drive, and its 14hp engine drove it at 45mph.

In 1907, an electric transmission was introduced to the Columbia car, giving 7 forward speeds, with a 4-cylinder engine of 48hp. In 1911 a Knight sleeve-valve engine was used in one model known as the Columbia-Knight. This had a 6.3-litre engine, and was continued to 1913.

The Columbia Motor Car Co was absorbed by United States Motor Co in 1910, and the Columbia make ended when this company collapsed in 1913.

US, 1914

Seattle, Washington

This Columbia was a side-by-side two-seater cyclecar. It used a 2-cylinder engine with overhead valves, combined with a friction transmission and belt drive. Its wheelbase was 8ft, with a track of 3ft 4in.

US, 1914 – 1918

Columbia Electric Vehicle Co, Detroit, Mich.

This electric Columbia car was made in open two-seater, three-seater ‘coupelette’, and four-seater brougham form and was furnished with wire wheels. The price-range of this model, with various options, was $785 to $985. Soon after its introduction, the name was changed from Columbia to Columbian.

US, 1916 – 1924

Columbia Motors Co, Detroit, Mich.

The Columbia was a well thought of assembled car of its era and its low price attracted a considerable number of buyers. Two basic Columbia models were offered, both sixes and both powered by Continental engines. As many as 6.000 units were sold in 1923, principally the roadster at $995 (disc wheels were extra). Planning to expand its manufacturing activities, Columbia purchased the Liberty in 1923, but both makes failed a year later. Noteworthy was Columbia’s use of thermostatically-controlled radiator shutters as early as 1920 which opened as radiator temperature increased. The Columbia car was one of the first automobiles to use this device and doubtless it aided Columbia sales.

Source: Georgano, encyclopedia of motorcar; GMN, KM

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