1896 FORD QUADRICYCLE HISTORY

When Henry Ford made his first gasoline powered automobile, he made it simple as he could, and utilised the common available materials. It was given the name QUARDRICYCLE and had a frame made of angle iron and a seat of a buggy. the transmission was a combination of leather belt and chain drive.
The QUADRICYCLE was a evolution, going through three stages of development and modifications. As first built, most of the cars frame was of wood , the name QUADRICYCLE was appropriate as all four wheels were bicycle made. the Quadricycle was first sold in 200$. In 1904 he bought the vehical back in 65$.

1964 AUTODYNAMICS D-1 MK1 HISTORY

Ray Cladwell created the company "Autodynamics" along with the friend Del Trott and Don MacSorely in 1962. American born Cladwell had studied at Harvard Business School and was passionate about racing. He spent wuch of his time in racing his 1932 Ford Roadster and later competinf in SCCA sanctioned races. He joned the Air force in early 1960's and spent some time in Europe. His free time was spent racing in European races and rallies with his Porsche super 90. 

ABBOTT DETROIT REVISED

Abbott Detroit company was formed in 1909 and built cars in Detroit till 1916. The Abbott Detroit was known as an 'assembled' car, meaning it was built using already made components that were currently being offered to auto mobile manufacturers.

Most Abbott Detroit vehicals were built using continental four and six cylinder engines, which were considered to be the most durable and reliable auto mobile engines of their period. To promote there auto mobile, the company engaged its vehicals in verity of speed and endurance compititions. the most adventurous publicity stunt was 100,000 mile trek made by Dr. Charles G. Percival, who drove an Abbott Detroit touring car around the borders of the United States and from coast to coast three tmes. Abbott Detroit also won the stock class in the 1910 fairmount park race in Philadelphia and made a success full showing in 1911 in venderbilt cup race.

In 1912 Model 44 touring car uses the four cylinder, Continental long strok engine that was rated at 44-50. It features an electric starter and electric lighting which was unusual for 1912 automobile. It is one of only six model 44 Abbott Detroit vehical know to exist and sold for approximatly for 2000$ at that time, when it was new.

Dallara History

Gian Paolo Dallara founded Dallara Automobili in 1972 in Varano Melegari, near Parma, Italy. The company has an enviable record of success around the world, designing and manufacturing cars for a range of different major motor racing formulae.
Dallara graduated from the Polytechnic of Milan with a degree in aeronautical engineering in 1959, and he embarked on a career of race car design, starting with a position at Ferrari. He then moved to Maserati and then, in 1963, to Lamborghini where he designed the 'Espada' and in 1966, the 'Miura.' At the end of the 1960s, he moved to De Tomaso, where he worked on the design of F2 and F1 run by F1 team owner Frank Williams.
After forming Dallara Automobili, Dallara's first modern product was a 1,000-cc sports prototype, followed by further prototypes of 1,300-cc and 1,600-cc cars.
In 1978, Dallara designed his first Formula 3 car, which won the Italian championship the same year. In 1993 Dallara introduced an all conquering new car which lead to the company becoming the market leader. Today Formula 3 is a corner stone product of the Dallara company and has been a great success story. Dallara F3 cars have won championships worldwide, including in Italy, France, the United Kingdom, Germany, Switzerland, Japan, South America, Russia and Austria.
From 1988 to 1992, Dallara Automobili designed and manufactured F1 cars for Scuderia Italia, driven by Caffi, De Cesaris, Letho, Pirro and Martini.
Since 1997, Dallara has designed and built chassis' for teams competing in the Indy Racing League championship. Dallara cars have won the series championship seven times since 1998 and the Indianapolis 500 race six times since 1998. Dallara has also won the IRL manufacturers championship eight times since 1998.
Dallara has also built up a close working relationship with some of the most prestigious motor car manufacturers, including Lancia, Alfa Romeo, Audi, Toyota and Honda, consulting on design, research and production of racing projects.
In April 1998, Honda gave Dallara the responsibility of design, aerodynamic development and manufacturing of Honda F1 chassis.
In April 2000, Dallara signed an exclusive agreement with the French team ORECA for the supply of sports cars, powered by Chrysler engines, that compete in the 24 Hours of Le Mans.

In 2001 Dallara was awarded two prestigious 'one make' contracts, one for the Spanish Formula Nissan (Now the World Series by Renault) and the other the US Infiniti Pro Series, both launched successfully in 2002.

More recently Dallara was awarded the contract for the supply of all the cars to the Gp2 series-an innovative new car that is the true stepping stone to F1. The series is the official FIA support to the Formula One Grand Prix in Europe.

HISTORY RECALLS DUESENBERG

duesenberg historyThe Duesenberg brothers established the DUESENBERG American company. They started by producing bicycles and Enginecycles. Their first automobile was a 2-cylinder racecar made in 1904. They began producing Model A passenger cars in 1920. In 1927, they took over the EL Cord company. Automobile production ceased in 1937, with the company producing a total of 1,000 automobiles of which 480 were the expensive, luxury J and SJ models.

In 1966, Fred Duesenberg, (son of one of the original owners) attempted to resurrect the trademark. Virgil Exner designed the car and the Italian manufactured Ghia body which never passed the prototype stage. Since 1970, DUESENBERG EngineS has produced made-to-order cars replicating the prewar Duesenberg 2 model.

DETOMASO ARRIVES

detomaso historyAlejandro De Tomaso was born in Buenos Aires on 10th July 1928. His father was an eminent politician, who had been appointed minister of agriculture in the thirties; his *** belonged to one of the oldest Hispanic families originally controlled Argentinian agriculture.

According to the founder's narration, the symbol of De Tomaso stands for the iron tool used to brand horses in his 'estancia', while its colours are those of Argentinian flag. When Alejandro interrupted his studies, he already foresaw his destiny: he would have devoted his life to automobiles. At the age of 27 he arrived in Modena, the right place for racing a Maserati car in 1955/56 and for the famous constructor Osca in the three following seasons.

However, he felt he needed a change, so in 1959 Alejandro De Tomaso founded his own automobile company. The assembly facilities were built in Albareto, a suburb of Modena, just a few miles from the present plant.

Followed by a project for Indianapolis, among the first cars manufactured we find a Formula Junior and a F1car, powered by a flat counterposed 8 cylinders, designed by Engineer Massimino. After they had given their factory 'Officine Alfieri Maserati' to Orsi family, Maserati Bros founded their new activity for racing cars called Osca, which Mr. De Tomaso was very set. As a consequence of this business relationship, in 1962 Osca supplied De Tomaso with two engines, a 1100 cc and a 2000 cc with two camshaft, that were used for sport 'Barchetta' models.

In October 1963 De Tomaso became well-known to the public rolling out at Turin Motorshow the spider 'Vallelunga', equipped with a central backbone chassis, which is the same peculiarity we can find in other DeTomaso products, such as 'Mangusta', 'Guara`', and in Lotus Elan and Alpine A110 as well. 56 'Vallelunga' were built, many of them took part in races, thus obtaining remarkable successes.

Anyway, central chassis remains an important goal in De Tomaso history, and somehow it seems to be the real brand of this 'estancia' in Modena. Equpped with a Ford 5000 cc-V8 engine, 'P-70' was introduced at Turin Motorshow in 1965. However, this sport prototype was more an exercise of style than a pure racing car, and it participated in a few races. In 1966 De Tomaso presented in Geneva an 8 cylinder-2000 cc barchetta, penned by Giorgetto Giugiaro, who in 1965 started working at Ghia. Ghia became a De Tomaso possession in 1967.

Thanks to the fruitful cooperation between De Tomaso and Giugiaro in 1966, people could admire the aggressive styling of the first 'Mangusta' at Turin Motorshow. Two models of 'Mangusta' were sold: on the one hand, the European version with 4728 cc-306 Hp, and on the other, the version for America (4949 cc-230 Hp), where 280 manufactured vehicles were delivered. It was an unforeseen success, that led Ford to take over 80 per cent of De Tomaso S.p.A. shares.

Designed by the American stylist Tom Tjaarda, the new sedan 'Pantera', ordered by Ford, could boast many versions: 3000 cc called '290', 5700 cc GT4, and also 350 Hp GTS. Up to that moment, nobody reached the same amount of cars produced in Modena. In 1972 De Tomaso was second at Gran Turismo championship, thanks to Mike Parkers and Clay Regazzoni's racesses in Imola and Hockenheim respectively. Races have always been of primary importance for De Tomaso company, not only to win, but also to test how good its ideas and, cars were.

However, the participation in Formula 1 in 1970 was an exception. De Tomaso took part with only one vehicle, a red racing car with typical De Tomaso colours on the top. At that time, Project Leader was Giampaolo Dallara, the same man who today is in charge of the production of 80 per cent of vehicles that race in Indianapolis and of many other categories, while Frank Williams played the role of Team Manager and owner. But unfortunately, during the fourth race the 28 year-old English driver, Piers Courage, had an accident and died in Zanvoord on June 21st. Because of this tragedy, Alejandro seemed not to be attracted by Formula 1 project and races in general any longer.

In 1972 Ford acquired even Ghia and Vignale, where Panteras were manufactured, and the whole shares were took over again. In the meanwhile, De Tomaso built Deauville and Longchamp, and purchased Benelli. Just three years later, Alejandro succeeded in acquiring Maserati. The following year together with Gepi he took over Innocenti, which built the new model of English Mini, designed by the famous stylist Bertone. On 10th July 1981 De Tomaso concluded an agreement with Daihatsu for 100.000 engines, thus giving birth to a very important relationship, which led to the production of 120.000 vehicles.

DELAHAYE history RECALLS

delahaye historyEmile Delahaye started producing his first automobiles in 1894 in Tours, France. The first automobiles were single or twin cylinder, belt-driven power units. Emile Delahaye departed his company in 1900, just one year before a factory was constructed in Paris. It is unknown why the founder left his company.

Four cylinder engine production began in 1908 in sizes of 1,460cc and 2,120cc. As well, a V6 was built in 2,565cc size. Delahaye production was boosted by manufacture under licence in America and Germany. By the end of WWI lorry production was Delahaye's mainstay.

In 1934 two new cars were introduced, the 12cv and the 18cv. The 12cv was motivated by a 2,150cc four while the 18cv was powered by a 3,200cc six. The engines were derived from the lorry powerplants. It was in the following year that Delahaye introduced its most famous cars, the Coupe des Alpes and the 135.

Following the release of the successful street cars came racing success. Although the German manufacturers of Mercedes-Benz and Auto Union were already dominating sportscar racing Delahaye managed some level of victory. Prosperity on the track resulted in demand for the street cars.

Delahayes carry some of the most astounding coachwork ever created. Of special note are the Figoni et Falaschi, Chapron and Letourneur et Marchand bodies. Despite these very special cars Delahaye continued to build lorries.

After WWII, in 1948, the 135 was continued and the 4,500cc 175 was introduced. Hard times hit and sales slowed and the final new models were released in 1951. This was an advanced Jeep-based vehicle of 3,500cc. Delahaye was taken over by Hotchkiss in 1954 and car production ceased as lorry production continued under the name Hotchkiss-Delahaye. After several months the Delahaye name was dropped and history closed on one of the world's most intriguing vehicle makers.

HISTORY OF DATSUN

datsun historyThe history of the Datsun company dates back to 1911 when Sotaro Hashimoto, an American trained engineer, joined with three partners to create the Kwaishinsha Company. The Company began producing the first Japanese cars which were named DAT. The name was derived from the surname of one of its financiers, namely Kenjoro Den, Rokuro Aoyama and Meitaro Takeuchi. Ironically, the name 'DAT' in Japanese also means 'fast hare'. The production of the 'DAT' vehicle continued until 1926 when it merged with Jidosha Seizo.

The great depression crippled many automotive manufacturers. In Japan, things were no different. In an attempt to revitalize its image, the company went through a reorganization. Part of their plan was to rename the company. So in 1930, the Kwaishinsha Company changed the name of the company to 'Datson' which meant 'son of DAT'. The name was later changed to Datsun. The company was then acquired and split from it's parent company. Later, it was re-acquired by a holding company named Nihon Sagyo that had ties to the previous owner.

In 1933, the Nissan Motor Company was established in Yokohama with the purpose of producing the Austin A40. They began exporting the vehicles to other countries. In the begining, the production was low.

When World War II occured, the outlook for the company was unknown. After the war, the factories were returned to their original owners and production of automobiles continued.

The name Datsun was used to refeer to the passenger vehicles while the Nissan name referenced commercial vehicles. From the 1950's through the early 1970's, Datsun was known for their stylish sports cars.

In 1958, a man named Yutaka Katayama created a rally team in an attempt to promote the Datsun name in high-profile events. The team participated in the 'Around Australia Mobilgas Trial' where it won the rally. The continued success on the racing circuit vitalized sales and created a demand for the vehicle. Two years later, in 1960, Yutaka Katayama was hired as marketing manager for Nissan's North American operation. With a passion for sports cars, Katayama encourage executives to produce sporty cars that would appeal to American buyers. The American market had always been attracted to large vehicles powered by big engines. Since the early 1950's, vehicles such as MG, Austin Healey, BMW and Jaguar had been producing small, sporty, responsive sports cars that was becoming more and more appealing to the American public. This was evident which General Motors responded with the Corvette while Ford answered with their Thunderbird and later with the Mustang. For America, the trend of big-motors

continued but switched to smaller cars that weighed less. The response was the muscle car era. By 1966, Datsun engineers began work on a prototype that would become the 240Z. The purpose was to create an agile, compact vehicle that would offer performance, comfort, and a competitive price. By 1969, the 240Z was on sale in the United States at a price of around $3,426. With the 2400cc six-cylinder, 150 horsepower engine, the car was able to travel from zero-to-sixty miles per hour in under nine seconds. Demand for the little vehicle was overwhelming. Kelly Blue Book rated the 1969 240Z at a value of $4000.

The vehicle was not only a success in showrooms, but also on the race track. John Morton won the C-Production SCCA National Championship for Brock Racing Enterprises in 1970 and in 1971. Bob Sharp captured the title in 1972 and 1973 while drive a 240Z. The streak continued for 10 years.

The name Datsun is still in use in Japan, but in other parts of the world, the name became part of history and is not longer being used since around 1982.