Glenister 1936
1938 Talbot Lago T150-SS
The Anglo-French STD (Sunbeam-Talbot-Darracq) combine collapsed in 1935. The French Talbot company was reorganised by Anthony Lago (1893-1960) and after that, the Talbot-Lago name was used but on the home market the cars bore a Talbot badge.
For 1935 the existing range continued in production but from 1936 these were steadily replaced with cars designed by Walter Becchia featuring transverse leaf sprung independent suspension. These ranged from the two litre T11, the 3 litre T17, four litre T23 and sporting Spéciale and SS.
Lago was an excellent engineer, who developed the existing six-cylinder engine into a high-performance 4-litre one. The sporting six-cylinder models had a great racing history. The bodies—such as of T150 coupé—were made by excellent coachbuilders such as Figoni & Falaschi or Saoutchik.
Of the few cars described as rolling sculpture, the Talbot-Lago Teardrop by Figoni et Falaschi is the oldest and most frequently praised as such. During its era, the teardrop, also known as the 'Goutte d'Eau', was one of the select few automobiles that both redefined automotive style and won top-level races. Having successfully combined racing function and elegant form, the Teardrop became trend setting and motivated many other French manufacturers to consider more streamlined design. While all of the French coach builders contributed to the styling 'renaissance' of the thirties, none did so quite much as Italian-born Giuseppe Figoni. He teamed with businessman Ovidio Falaschi to create one of the most prolific and successful French design companies: Figoni et Falaschi.
The Teardrop was Figoni et Falaschi's most coveted work. It was, in a sense, a revolt against the more functional cars from the twenties. Here was a design devoid of any straight lines, one decorated with sensual curves which advertised speed without even moving. This style was emphasized by the diminishing pontoon fenders, called 'enveloppantes' by Figoni, and a converging rear end that could be called a fastback.
By 1937, the Talbot Teardrop became the ultimate expression of this streamlined era and made its seminal mark in Paris as well as the 1937 New York Auto Show. The teardrop was built in one of two different designs and on varied chassis sizes. The first, called 'Jeancart', body was named after its first owner and was built on the larger chassis, featuring a notchback rear end with twin cat-eye windows. In 1937, Figoni debuted the 'New York Style' which was a smaller, lighter and more powerful car.
With its independent front suspension, lightweight construction, excellent braking and low ride height the T150C chassis was focused on competition. It also benefited from Talbot's rich heritage in motor sport and included engineering similar to the Talbot which won the 1937 French Grand Prix. The definitive version of the T150 was the shortened and lighter SS chassis which the New York Style Teardrops were built upon.
Working with engineer Walter Brecchia, Lago turned the Talbot T120 into the Talbot-Lago T150. The transformation included a new cylinder head with hemispherical combustion chambers and the Wilson gearbox. Immediately the sporting pedegree of the T150 was apparent and a 3-liter car contested LeMans in 1935 but retired. The following year the engine was increased to four litres to match 1936 regulations. Unfortunately, the larger car didn't achieve any sales success or race success.
In 1937 Lago announced the T150C, a lightweight variant of the old chassis that stood for course or competition. These won the Tunisia, Montlhèry race as well as the British Tourist Trophy. Later in the year, Talbot released his road-going versions. The first of these was named SS after the American term Super Sport. They had a short wheelbase of 2.65m. A longer 2.95m variant was offered called Lago Speciale and was generally meant for more luxurious bodies. By 1937, Figoni et Falaschi had struck a deal with Talbot-Lago to create teardrop bodies for both versions of their chassis.
When sold, the Teardrop was one of the most expensive cars available, thus only sixteen were completed. Each was constructed to suit the individual preferences of their first owner. While all cars share the same signature fenders, raked windshield and sloping fastback, each had distinct details such as split windscreens, optional sunroofs, louvers, chrome accents and fender skirts. Many were built for wealthy clientèle who ordered unique colors and textures to capture attention at a prestigious Concours D'elegance
Only 16 recorded Teardrops have been documented from Figoni et Falaschi. 11 of these were built on the smaller SS chassis, while five more were fashioned on the longer and more luxurious Speciale or S chassis.
In the modern world, a genuine Figoni Teardrop is an amazing sight. With a design that embodies elegant form and successful race engineering, these cars still satisfy the demanding needs of the Concours they were intended for seventy years ago. As such, the Teardrop justly deserves its multi-million dollar price tag and is matched only by the legendary Alfa Romeo 8C 2900B.
1938 Talbot Lago T150-SS
The Anglo-French STD (Sunbeam-Talbot-Darracq) combine collapsed in 1935. The French Talbot company was reorganised by Anthony Lago (1893-1960) and after that, the Talbot-Lago name was used but on the home market the cars bore a Talbot badge.
For 1935 the existing range continued in production but from 1936 these were steadily replaced with cars designed by Walter Becchia featuring transverse leaf sprung independent suspension. These ranged from the two litre T11, the 3 litre T17, four litre T23 and sporting Spéciale and SS.
Lago was an excellent engineer, who developed the existing six-cylinder engine into a high-performance 4-litre one. The sporting six-cylinder models had a great racing history. The bodies—such as of T150 coupé—were made by excellent coachbuilders such as Figoni & Falaschi or Saoutchik.
Of the few cars described as rolling sculpture, the Talbot-Lago Teardrop by Figoni et Falaschi is the oldest and most frequently praised as such. During its era, the teardrop, also known as the 'Goutte d'Eau', was one of the select few automobiles that both redefined automotive style and won top-level races. Having successfully combined racing function and elegant form, the Teardrop became trend setting and motivated many other French manufacturers to consider more streamlined design. While all of the French coach builders contributed to the styling 'renaissance' of the thirties, none did so quite much as Italian-born Giuseppe Figoni. He teamed with businessman Ovidio Falaschi to create one of the most prolific and successful French design companies: Figoni et Falaschi.
The Teardrop was Figoni et Falaschi's most coveted work. It was, in a sense, a revolt against the more functional cars from the twenties. Here was a design devoid of any straight lines, one decorated with sensual curves which advertised speed without even moving. This style was emphasized by the diminishing pontoon fenders, called 'enveloppantes' by Figoni, and a converging rear end that could be called a fastback.
By 1937, the Talbot Teardrop became the ultimate expression of this streamlined era and made its seminal mark in Paris as well as the 1937 New York Auto Show. The teardrop was built in one of two different designs and on varied chassis sizes. The first, called 'Jeancart', body was named after its first owner and was built on the larger chassis, featuring a notchback rear end with twin cat-eye windows. In 1937, Figoni debuted the 'New York Style' which was a smaller, lighter and more powerful car.
With its independent front suspension, lightweight construction, excellent braking and low ride height the T150C chassis was focused on competition. It also benefited from Talbot's rich heritage in motor sport and included engineering similar to the Talbot which won the 1937 French Grand Prix. The definitive version of the T150 was the shortened and lighter SS chassis which the New York Style Teardrops were built upon.
Working with engineer Walter Brecchia, Lago turned the Talbot T120 into the Talbot-Lago T150. The transformation included a new cylinder head with hemispherical combustion chambers and the Wilson gearbox. Immediately the sporting pedegree of the T150 was apparent and a 3-liter car contested LeMans in 1935 but retired. The following year the engine was increased to four litres to match 1936 regulations. Unfortunately, the larger car didn't achieve any sales success or race success.
In 1937 Lago announced the T150C, a lightweight variant of the old chassis that stood for course or competition. These won the Tunisia, Montlhèry race as well as the British Tourist Trophy. Later in the year, Talbot released his road-going versions. The first of these was named SS after the American term Super Sport. They had a short wheelbase of 2.65m. A longer 2.95m variant was offered called Lago Speciale and was generally meant for more luxurious bodies. By 1937, Figoni et Falaschi had struck a deal with Talbot-Lago to create teardrop bodies for both versions of their chassis.
When sold, the Teardrop was one of the most expensive cars available, thus only sixteen were completed. Each was constructed to suit the individual preferences of their first owner. While all cars share the same signature fenders, raked windshield and sloping fastback, each had distinct details such as split windscreens, optional sunroofs, louvers, chrome accents and fender skirts. Many were built for wealthy clientèle who ordered unique colors and textures to capture attention at a prestigious Concours D'elegance
Only 16 recorded Teardrops have been documented from Figoni et Falaschi. 11 of these were built on the smaller SS chassis, while five more were fashioned on the longer and more luxurious Speciale or S chassis.
In the modern world, a genuine Figoni Teardrop is an amazing sight. With a design that embodies elegant form and successful race engineering, these cars still satisfy the demanding needs of the Concours they were intended for seventy years ago. As such, the Teardrop justly deserves its multi-million dollar price tag and is matched only by the legendary Alfa Romeo 8C 2900B.