Classic Car Catalogue

Talbot 1932

14/45 - discontinued
65 - new model
75  
90  
95  
105  

Great Britain

Motor Sport October 1932
Sports cars for 1933.

Clement Talbot, Ltd., Barlby Road, London, W.10.
"65" : 6 cyl., 61 x 95 mm., 1,666 c.c., 13.9 h.p.
"75" and "90" : 6 cyl., 69.5 x 100 mm., 2,276 c.c., 17.9 h.p.
"95" and "105" : 6 cyl., 75 x 112 mm., 2,969 c.c., 20.9 h.p.
Stand No. 55. Exhibits : "65" Saloon, "65" Coupe, "75" Saloon, "95" Saloon, "105" Chassis.
The Talbot programme for 1933 retains its successful touring cars the "65" and the "75" with little modification, likewise the "90" and the "105". All these cars have six cylinder engines with push rod operated overhead valves and seven bearing crankshafts on the three larger models. A new model is the "95," fitted with the 2,969 c.c. engine of the "105", but with lower compression ratio and back axle ratio and modified camshaft. A ten-foot chassis allows commodious closed coachwork to be fitted, and the resulting combination should be ideal for fast touring.
The transmission has been revolutionised by the introduction of a "self-changing accelerating gearbox," which is optional at no extra charge on all models except the long "75." Working on the Wilson epicyclic principle, it is designed and made throughout by the Talbot factory, and retains the important feature of lubrication from the engine supply, an independent pump feeding the bearings even when the car is coasting with engine stopped. The engine lubrication system is now extended to the road springs.
Last and not least, prices have been greatly reduced, making the value for money even greater than before.
PRICES.
"65" Chassis, £295.
"75" Chassis, £393.
"90" Chassis, £425.
"95" Chassis, £475.
"105" Chassis £525.
Open bodies to order.
Motor Sport November 1932
A visit to the Olympia Motor Show.

Stripped chassis always attract a big crowd, but when the exhibit is such a famous competition car as the Talbot "105," inspection becomes a matter of patience and neck-stretching. The new "accelerating" self-changing gear box is very interesting, and I noticed that every precaution to ensure ideal road holding has been made by fitting Andre friction shock absorbers in addition to the new dash controlled Luvax hydraulics. The chassis was beautifully finished, all the bright parts being hand-turned, and I noticed that the paint used was that grey "sparkling" variety which used to be quite popular six or seven years ago and is evidently returning to favour. One of the most remarkable value-for-money exhibits in the Show, I thought, was the green "95" coachbuilt saloon, which sells at £595.
Motor Sport November 1932
TALBOTS FOR 1933
SELF CHANGING GEAR-BOXES, CENTRAL AUTOMATIC CHASSIS LUBRICATION AND LOWER PRICES ARE OUTSTANDING FEATURES OF AN ATTRACTIVE PROGRAMME.

THE Talbot range for 1933 comprises in all five models, and embodies a wide range of fast touring and sports cars. The basic features of design, rigid chassis, six-cylinder engine, and large and powerful brakes are found on all the cars, the variations of price affecting merely the size of engine, the performance and the equipment. Chassis and other maintenance has been cut down to the minimum, and the cars are ideal for the owner-driver. Self-changing gearboxes, central automatic chassis lubrication and lower prices make the programme this year even more attractive than before.
The principles of the self-changing box have been explained so frequently that only a brief description of its mechanism is needed here. The ratios are obtained by holding or releasing by means of band brakes trains of planetary gears, the varying speeds of the different parts making the required reductions. The Wilson gear-box is an advance on previous systems, as for the lower gears several trains of gears are used to affect the reductions, with a consequent reduction in the tooth pressures and greatly enhanced efficiency.
The Talbot self-changing accelerating box, which is made entirely at the Barlby Road Works, under the Wilson patent, has several unique features. As in the sliding pinion gearboxes formerly fitted, lubrication is automatic from the engine, and an independent pump maintains the supply, even if the car is coasting with the engine stopped. Another good feature is that the operating pedal always returns to the same position after a change of gear has taken place, so that the operation has the same "feel" on each gear. The indirect gears are practically inaudible; top is, of course, direct. A resilient coupling is fitted between engine and gearbox to cushion the shock occasioned from a racing change into a lower gear.
Incidentally the normal silent-third sliding pinion gearbox is still available at no extra charge on all models for those who prefer it.
The automatic lubrication which was a feature of the "90" and the "105" models has now been extended to the front and rear springs. A pump situated near the oil filler cap is raised by hand and returned by a spring, forcing warmed oil to the steering points, brake bearings, steering box, springs and even to the fan. Except for screw-down greasers on water pump and distributor, all other moving points either have oil-less bushes or are fitted with silent blocs, so the maintenance of the cars is confined to filling up with petrol, oil and occasionally water.
The power output of all the engines has been increased, with improved timing gears, camshaft and dynamotor drive, and all engines now have a large sump heavily ribbed to increase the radiating area.
Turning now to the various models, the smallest is the "65," having a six-cylinder engine of 61 and 95 mm. bore and stroke, giving a capacity of 1,666 c.c. and an R.A.C. rating of 13.8. The detachable head carries overhead valves, pushrod operated, clearance adjustment being carried out by moving the knife-edged fulcrum pins up or down. Light pistons with alloy crowns and cast-iron skirts and light connecting rods keep down reciprocating weight, and the four-bearing disc crankshaft is balanced. On cars fitted with the sliding pinion gearbox a light single-plate clutch is used, the thrust race being lubricated from the engine, but in the self-changing box, of course, the brake bands take up the drive in the same way as a clutch, but a resilient coupling is fitted to save the engine from strain in the event of a sudden change of gear.
The propeller shaft is enclosed in a torque tube, with a centre steady bearing, and the single universal joint at the front end works at high efficiency since it never has to transmit power through a large angle. Spiral bevel final drive is used, and the speedometer is driven off the back axle, ensuring correct readings even when the bevel ratios are changed.
The chassis is a sturdy channel section structure. In section it narrows from the front dumb-irons to a point in front of the engine, then curves out again, the side members remaining parallel for the rest of its length. In section the side members increase in depth as far as the dash, then taper again at the rear, being upswept to clear the back axle. Seven cross members and tie rods brace the structure.
Half elliptic front springs are fitted in front, and semi-cantilever at the rear, with Hartfords. The large and very efficient Talbot brakes are fitted, and the front ones, which are of the self-energising type, are cable operated, a feature formerly only used on the" 105," but now adopted on all types.
The electrical and dashboard equipment of the "65" is very complete. A dynamotor operating at the front end of the crankshaft is connected to the engine by a flexible shaft coupling. When the starter switch is operated, the dynamotor turns the engine noiselessly, but when driven by the engine charges the battery like the normal type of dynamo. The large headlamps are controlled from the steering wheel, also the left and right indicators fitted to the rear of the car. Speedometer, clock petrol gauge, ignition and oil pressure lights, apart from the usual amometer switches and so forth provide the driver with all the information he requires.
Two closed bodies are listed, a full saloon and a very smart two or four door coupe, each being priced at £395, the chassis costing £100 less. The "65" is capable of a first-class performance in spite of its small engine, and readers who are interested should read the account which appeared in the April, 1932, number of MOTOR SPORT.
The chassis of the "75" and "90," which are the next models to be dealt with, is very similar to that used for the "65," but is of course heavier. The engine dimensions are 69.5 mm. bore and 100 mm. stroke, giving a capacity of 2276 c.c. and a treasury rating of 17.9 h.p. A seven bearing counterbalanced crankshaft is used, and the "90" which of course is the sports model, has a higher compression and a higher back axle ratio —4.6 as compared with 5.2 for the "75." The "90" is lower owing to the smaller tyres fitted.
Self-changing or normal type gearboxes are available on the short "75" and "90," but only the latter on the long "90." Luvax shock absorbers are fitted as standard.
Radiator shutters working on stainless steel pins are now fitted to the "75" and the "90," and direction arrows have been fitted to the bottom of the radiator shell.
The "75" chassis costs £395, and the coachwork saloon £495. The "90" is only supplied in chassis form, as sports car owners generally prefer to choose their own bodywork. The price is £425.
The largest cars in the range are the "95" and the "105," fitted with six-cylinder engines with bore and stroke of 75 mm. and 112 mm., the cubic capacity being 2969 with a tax of £21. The "105," needless to say, is the sports car which has had such a successful career on road and track, not to say Alp, during the last two years. The "95" has a wheelbase of 10 feet as against 9 feet 6 inches, and with a lower compression ratio, modified camshaft and lower back axle ratio, should form an ideal fast touring car.
The chassis of the "95" and the "105" has been lowered by increasing the upsweep over the rear axle and dropping the straight portion of the front axle to a greater amount below the wheel centres than was the case with the earlier models. This alteration and the fitting of a lower radiator, now provided with a fan, has resulted in a great improvement of line as compared with the "90's." Incidentally, a neat quick-action radiator cap is standardised for 1933.
The engine is higher and shorter, and in order to accommodate the valves, these have had to be placed diagonally opposite one another in the cylinder heads. The push rods are arranged parallel to the centre line of the engine, so that in order to operate the valves, the exhaust rockers have to be longer than the inlet. An independent ball-ended fulcrum for each rocker fits into a cup in their upper surfaces, adjustment being made by slacking off the lock-nut and screwing the fulcrum pin up or down. A roller is fitted to the end of the rocker which bears on the valve head, and the exhaust rockers are reenforced by a skeleton rib on their undersides.
The down-draught Zenith carburettor is fed by petrol pump from the 19-gallon rear tank, and oily vapour from the valve cover is drawn in through a passage in the side.
Luvax shock-absorbers, adjustable from a quadrant on the steering column through a system of rods are fitted as standard, and a pair of the ordinary friction type is also fitted to each axle. The self-changing gearbox is again an alternative to the ordinary type.
The chassis price of the "95" is fixed at £475, a five-seater saloon is quoted at £595, the de luxe version costing £80 more. As in the case of the "90," the "105" is only listed in chassis form, and costs £525. The best known open 4-seater is the Coupe des Alpes model, built by Messrs. Vanden Plas, and costs £695.
 

14/45 and 65

    6 cyl.
1666 cc
     
           

  


Talbot 14/45 HP Light Six Scout is available with two- or four-door Saloon bodywork, both at £395. The engine is a 1666-cc (61 x 95 mm) OHV Six with an output of 45 bhp at 4500 rpm, rated at 13.8 HP.
Motor SportNovember 1932
 

75 and 90

    6 cyl.
2276 cc
     
           

  


Talbot Ninety De Luxe Sports Saloons has same engine and wheelbase as Seventy-Five models but a 10 ft wheelbase chassis is also available in this series. Model shown is priced at £695.

Talbot Seventy-Five Two/Three-Seater with double dickey seat is one of 11 body options on this 17.9 HP £425 chassis with 9 ft 6 in wheelbase. Engine is an OHV six-cylinder of 2276-cc capacity (69.5 x 100 mm). Prices of complete cars ranges from £525 (model shown) to £695 (Limousine and Landaulette).

London 90 dhc
 

95 and 105

    6 cyl.
2969 cc
     
           

  

Motor SportNovember 1932
Motor Sport November 1932
Motor SportNovember 1932
THE TALBOT "105."
WE TRY THE PACES OF A CAR WHICH HAS PROVED ITS WORTH IN COMPETITIONS ON ROAD AND TRACK.

TO the discerning motorist few qualities surpass in importance that of consistency, especially when it has been achieved at the high speeds of modern racing. The success of the "105" Talbot in this direction is due to no unexpected piece of good fortune, but through a steady development from earlier models. On its first public appearance in the 1930 Double Twelve Race, the "90," itself practically identical with the "75" which had already altered people's opinions of the capabilities of a small engine, put up a performance which impressed all who saw it. At Phoenix Park and Ulster the team of three cars finished intact, winning their class and putting up tremendous averages.
Although the capacity of the "90" is only 2,300 c.c., it had to compete against cars up to 3 litres, so for 1931 a new car, the "105," was designed with a capacity just under the 3 litre limit. At the same time the chassis was lowered, the valve gear modified and the radiator height cut down, resulting in increased efficiency all round. First, second, third in their class in the Double Twelve, second at Le Mans, third at Phoenix Park and fourth at Ulster, the new cars demonstrated their ability to keep going almost indefinitely and in the latter race averaged over 77 m.p.h. During the present season in the 1,000 Miles race Talbots collected the team prize, all the cars averaging over 90 m.p.h., Brian Lewis was third at Le Mans, and took the same place in the 500 Miles race in September with an average speed of 111.6 m.p.h. Au equally fine performance was the carrying off of a Coupe des Alpes in the Alpine Trial for the finest performance in its capacity group, the first time for 18 years that this distinction has been won by a British firm.
Bearing in mind this list of achievements, we looked forward to a test of the "105" with keen anticipation, nor were we disappointed.
Arriving at the Talbot Works in a "90," it was natural that we should make comparisons with this parent of the "105." The driving position was very similar, the controls coming easily to hand and foot, while the single piece windscreen, which could be folded down, was placed to allow of unobstructed vision. Steering was a little lower geared than on the "90," and enabled the heavier car to be handled with equal ease. The clutch was smooth and progressive, and the gear-change was quick, the ratios engaging with an easy and clear-cut accuracy. In traffic of varying density the car revealed its dual nature, for it can be driven slowly in the best "town-carriage" style, or if one is in a hurry, a depression of the foot gives a snappy acceleration clear of the rest of the bunch. In either case the car upheld the Talbot reputation for quietness.
In order to make the usual tests the car was taken to Brooklands, as the rough surface of the track is an excellent test of a car's riding comfort at high speeds. It was most satisfactory to find that the car was perfectly steady and comfortable without any alteration of the standard shock-absorber setting. The car had unfortunately only run 1,200 miles, so we did not try to attain the makers' guaranteed speed of 95 m.p.h., 85 being the maximum on the level. Another 1,500 miles would have effected the freedom necessary for the extra 10 m.p.h. Even as it was we have seldom felt a more effortless 85. The speedometer incidently was dead accurate, an important point and a pleasant change from the usual state of affairs.
The Talbot "105" speed chassis.
On the road one's impression was one of silent, effortless speed and the speedometer needle swung round unnoticed to the 70 mark on any open stretch. The car is flexible, on top gear, but with maxima of 47 and 67 at 4,500 r.p,m. on second and third gears, the gear-box is apt to be used out of sheer exuberance. The silent third gear is inaudible except on the over-run.
As has been said before, the suspension is extraordinarily adaptable to all sorts of surfaces, but on fast corners the back of the car was inclined to roll slightly, though it checks itself immediately. We mentioned this to Mr. Arthur Fox, who, of course, is a director of Fox and Nichols, Ltd., the very successful entrants of Talbot cars in competition. He confirmed our impression that friction shock-absorbers were needed to supplement the hydraulic devices, and, cars supplied by his firm are so fitted before delivery. The car we tested had both types in front, and this end of the car was noticeably steady on corners.
The 1933 models are fitted with Luvax shock-absorbers adjustable from the steering column, as well as the Andre friction type, so that this criticism no longer applies.
The brakes were smooth and powerful, stopping the car in 57 feet from 40 m.p.h. Cable operation replaces the rod linkage used on the "90" to apply the front brakes, and cuts out all "spring" and backlash. The positive action allows a complete graduation of retarding effect.
Though the "105" is heavier than the "90," it is if anything easier to handle, and a run through Surrey by-lanes and short sharp hills was carried out without effort. Light steering, though with plenty of caster, a good lock, easy gear-change and powerful brakes combine to make the car ideal for hilly districts, as was amply shown by the success of the marque this year in the Alps.
The body of the car tested was built by Vanden Plas and has modern and attractive lines. A wide door on each side gives access to the back and front seats. The front seats have pneumatic upholstery, while that in the rear, which is equally comfortable, is wide enough to seat three people if necessary. A criticism is that the upswept chassis projects above the seat cushion at each side, so that on a rough road with three people in the back, the outside passengers might come into contact with the side members. An arm rest on either side of the back compartment would prevent this from happening.
Rotax electrical equipment is standard, the two large head-lamps being close together in front of the radiator. Beneath it is the dynamotor, which is a combined starter and dynamo. When the engine is running it charges the two 12 volt accumulators, but when the starter knob is pressed the two batteries are connected in series to give 24 volts, which should be adequate to swing the engine in the coldest weather.
As has been noted elsewhere, the "105" can be supplied with the Talbot self-changing gear-box, and we had a short run in a car so fitted. Everyone is now familiar with the method of operation, a small lever on the steering column allowing the gear to be selected, to be brought into operation when required by a pedal which replaces the clutch pedal on the conventional lay-out. The Talbot operation was a distinct improvement on some of the earlier applications of the Wilson patents, as the pedal always returns to the same position.
The self-changing gear in no way lessens the fascination of driving even for the skilled driver, as the pedal requires to be operated like the normal clutch pedal to get a smooth start. It is of course possible to change up or down on full throttle, in which case the car bounds forward, the brake drums in the gear box slipping slightly and cushioning the shock. Best results seem to be obtained by using the layout normally and slightly releasing the accelerator when changing up, when the sensation is like making a perfect and instantaneous gear change, without the pause inseparable with any but very close ratios. Traffic or cross-country journeys reveal the "accelerating" box at its best, and allow the driver to concentrate when cornering on braking and steering alone. We prophesy a revolution in next year's racing when the new "105" enters the field.
The price of the Talbot "105" as tested, with the Vanden Plas open body, is £695, and the Wilson box can be fitted without extra charge.
 

           
           

  

Races:
  Event: Entered: Raced: Finished: Best results:
27.03.1932 Brooklands Senior Mountain Handicap         A. B. Gilbert 2,276 c.c. 3rd -
10.04.1932 Mille Miglia 2 1 1 97 Lewis / Barnard AV105 3000 cc (s) 25th S1.5→ 19th
30.04.1932 British Empire Trophy 3 2 2   Brian Lewis 105 dnq 1500→ 5th
            R. S. Hebeler 90 dnq 1500→ 6th
15.05.1932 Brooklands Junior Mountain Handicap         Dr. E. J. H. Roth 2,276 c.c. 2nd -
15.05.1932 Brooklands Notingham Long Handicap         A. B. Gilbert 2,276 c.c. 2nd -
France 18.06.1932 24h Le Mans 2 1 1 6 Lewis / Richards T 105 2970cc 3rd 2001-3000 3rd
3-4.06.1932 Brooklands 1000 Miles Race 6 6 3/6 10 A. Owen Saunders-Davies 2970 cc 2nd 2000-3000 1st
          4 John Cobb / Brian E. Lewis AV 105 2970 cc 4th 2000-3000 2nd
          5 T.E. Rose-Richards / H.F. Wolfe AV 105 2970 cc 7th 2000-3000 3rd
01.08.1932 Brooklands Senior Short Handicap         J. R. Cobb 2,970 c.c. 2nd -
01.08.1932 Brooklands Junior Short Handicap         I. M. C. Hepburn 2,276 c.c. 1st -
01.08.1932 Brooklands Lightning Long Handicap         J. R. Cobb 2,970 c.c. 3rd -
20.08.1932 Tourist Trophy 5 4 2 6 Rose-Richards T 105 2970cc 6th over 2000 3rd
          4 Lewis T 105 2970cc 7th over 2000 4th
10.09.1932 Brooklands Ladies Handicap         Miss F. Taylour 2,970 c.c. 2nd -
10.09.1932 Brooklands Junior Mountain Handicap         Dr. E. J. H. Roth 2,276 c.c. 3rd -
24.09.1932 500 Miles Brooklands 5 4 2 33 Hon. Brian Lewis / J.R. Cobb AV105 2969 cc 3rd Class D 1st
          34 J.S. Hindmarsh / H.F. Wolfe AV105 2969 cc 8th Class D 2nd

3rd in 24h Le Mans: Talbot T 105 (Brian Lewis / Tim Rose-Richards).

Talbot T 105 2970 c.c. finished the Tourist Trophy 6th (T.E. Rose-Richards) and 7th (B.E. Lewis) place, being 3rd and 4th in over 2000 c.c. class respectively.

An artist inpression of the Brian Lewis' Talbot in the Mille Miglia race.

A. Owen Saunders-Davies finished 2nd in the 1000 Miles Race at Brooklands.

1000 Miles Race at Brooklands.
Rallies:
  Event: Entered: Raced: Finished: Best results:
01.1932  Rallye Monte Carlo   2? 1 38 Gas / Dusanter   11th
  29.07.1932 Coupe des Alpes 3 3 3   Lewis T 105 Coupe des Alpes
            Rose-Richards T 105 Coupe des Alpes
            Garrad T 105 Coupe des Alpes

Mackinnon didn't finish in RMC.