Delage - History

History

The company was founded in 1905 by Louis Delage, who borrowed Fr 35,000, giving up a salary of Fr 600 a month to do so.

Its first location was on the Rue Cormeilles in Levallois-Perret. The company at first had just two lathes and three employees, one of them Peugeot's former chief designer. Delage initially produced parts for Helbé, with the De Dion-Bouton engine and chassis assembled by Helbé; Delage added only the body.

The first model was the Type A, a voiturette which appeared in 1906. It was powered by a one-cylinder De Dion-Bouton of 4.5 or 9 hp (3.4 or 6.7 kW; 4.6 or 9.1 PS). Like other early carmakers, Delage participated in motor racing, entering the Coupe de Voiturettes held at Rambouillet in November 1906 with a 9 hp (6.7 kW; 9.1 PS) racer. Seven days of regularity trials decided the entrants, and one of the two 9 hp (6.7 kW; 9.1 PS) Delage specials was wrecked in the rain on the fifth; nevertheless, Ménard, the other works driver, came second in the event, behind a Sizaire-Naudin.

In 1907 the factory moved to the Rue Baudin Levallois, where a 4,000 m2 (43,000 sq ft) workshop allowed it to grow. The two-cylinder Delages were no match for the competition this year at the Coupe des Voiturettes.

In 1908, the success enabled the development of the factory and entry into more Grand Prix races. That year, racing success returned: Delage won the Grand Prix des Voiturettes held 6 July. This event, six laps of the 47.74 mi (76.83 km) Dieppe Grand Prix circuit, saw 47 starters. Delage fielded three cars: a pair with 1,242 cc (75.8 cu in) (78 by 130 mm (3.1 by 5.1 in)) De Dion-Bouton twins, driven by Thomas and Lucas-Bonnard, and a radical 28 hp (21 kW; 28 PS) 1,257 cc (76.7 cu in) (100 by 160 mm (3.9 by 6.3 in)) one-cylinder (built by Nemorin Causan) in the hands of Delage dealer Albert Guyot. Guyot won at an average 49.8 mph (80.1 km/h), not needing to stop for fuel. All three Delages finished this time, Thomas the quickest of the two-cylinder cars, while the team also took home the regularity prize. These good results contributed to total sales exceeding 300 cars for the year.

Delage converted to four-cylinder engines in 1909, at first provided by De Dion and Edouard Ballot; shortly, the company were producing their own sidevalve fours, too.

After an increase in sales, the existing facilities were too small, so in 1910 the factory moved to a new facility at 138 Boulevard de Verdun, Courbevoie. The following year saw the creation of advanced bodywork. By 1912, 350 workers were producing over 1000 cars annually, and offered four- and six-cylinder sidevalve engines.

Delage entered the 1911 Coupe de l'Auto at Boulogne with a 50 hp (37 kW; 51 PS) 2,996 cc (182.8 cu in) (80 by 149 mm (3.1 by 5.9 in)) four with two 60 mm (2.4 in)-diameter bellcrank-operated valves per cylinder controlled by camshafts in the crankcase. The five-speed gearbox gave a top speed of 60 mph (97 km/h), and the four voiturettes each carried 26 imp gal (120 l; 31 US gal), as the factory planned for a no-stop race. Works driver Paul Bablot won, at an average 55.2 mph (88.8 km/h), with a 1m 11s over Boillot's Peugeot, followed home by Thomas in a second Delage; Delage also took the team prize.

Delage would move up to Grand Prix racing in 1912, with a Léon Michelat-designed car powered by a four-valve 6,235 cc (380.5 cu in) (105 by 180 mm (4.1 by 7.1 in)) four-cylinder of 118 hp (88 kW; 120 PS), coupled again to a five-speed gearbox and fitted this time with 43 imp gal (200 l; 52 US gal). Three cars were built for the 569 mi (916 km) Amiens Grand Prix, though only two, Bablot's and Guyot's, actually entered. On the day, Bablot's Delage proved the fastest car in the field, turning in a lap at 76.6 mph (123.3 km/h), but it was Guyot who would fall out of the lead with a puncture, and the race went to Peugeot, while the Delages were fourth and fifth. At the French Grand Prix, Delage put Bablot first, Guyot second, ahead of Pilette's 1908 Mercedes GP car, Salzer in a Mercedes, with Duray coming in fifth in the third Delage.

Thomas won the 1913 Indianapolis 500 with Guyot second, both in privateer Delages.

Thomas, Guyot, and Duray would return to the French Grand Prix with 4½-liter twin-cam desmodromic valved racers featuring twin carburettors, five-speed gearbox, and four-wheel brakes. While quick, they proved unreliable; only one finished, Duray's, in eighth.

During the First World War, Delage produced munitions.

When the war concluded, Delage moved away from the small cars its reputation rested on toward larger cars. First up was the CO, with a 4,524 cc (276.1 cu in) (80 by 150 mm (3.1 by 5.9 in)) fixed-head sidevalve six. It was joined by the DO with a 3-liter four.

Both the CO and DO were replaced in 1922. The CO became the CO2, which changed to an overhead valve twin-plug head, producing 88 hp (66 kW; 89 PS), while the DO was supplanted by the DE with a 2,117 cc (129.2 cu in) (72 by 130 mm (2.8 by 5.1 in)) sidevalve four and, unusual in a production car even in this era, four-wheel brakes. The next year, the new 14 hp (10 kW; 14 PS) DI also switched to OHV with a 2,121 cc (129.4 cu in) (75 by 120 mm (3.0 by 4.7 in)) four, fitted with magneto ignition and thermosyphon cooling; all had four-speed gearboxes and Zenith caruburetors. At the other end of the scale, the GL (Grand Luxe), also known as the 40/50, replaced the CO2, being fitted with a magneto-fired 5,344 cc (326.1 cu in) (90 by 140 mm (3.5 by 5.5 in)) overhead cam six.

In 1923, a hillclimb car with DI chassis, larger wheels and tires, and 5,107 cc (311.6 cu in) (85 by 150 mm (3.3 by 5.9 in)) CO block (with three Zenith carburetors) was produced. Delage scored successes at La Turbie and Mont Ventoux. This car was joined by a 10,688 cc (652.2 cu in) (90 by 140 mm (3.5 by 5.5 in)) V12, which broke the course record at the Gaillon hillclimb, with Thomas at the wheel. Thomas would set the land speed record at Arpajon in this car, at a speed of 143.24 mph (230.52 km/h), in 1924. A 1925 car had a 5,954 cc (363.3 cu in) (95 by 140 mm (3.7 by 5.5 in)) six, again using the GL block, with four valves per cylinder and twin overhead cams. Driven by Divo, it broke the Mont Ventoux course record in its debut. It would be destroyed by fire at the Phoenix Park meet in 1934.

Delage's Grand Prix effort saw a Plancton-designed 1,984 cc (121.1 cu in) (51.3 by 80 mm (2.02 by 3.1 in)) four overhead cam V12. The 110 hp (82 kW; 110 PS) car, driven by Thomas, fell out of the French Grand Prix in 1923, but went on to perform well for the bulk of the 1923 and 1924 season. With supercharger added in 1925, bringing output to 195 hp (145 kW; 198 PS), it won at Montlhéry and Lasarte, proving as fast as the Alfa Romeo P2, but rarely racing it directly. This car was supplanted in 1926 by a Lory-designed supercharged 1.5-liter twincam straight eight of 170 hp (130 kW; 170 PS); capable of 130 mph (210 km/h), it was the company's last Grand Prix entrant.

The 1924 and 1925 DIS, with a 117 in (3,000 mm) wheelbase, switched from Rolls-Royce-type locking wheel hubs to Rudge knock-ons, better cam, and bigger valves, while the 1925 and 1926 DISS on the same wheelbase. Some of the DISes were bodied by Kelsch. The DIS became the Series 6 in 1927, switching to coil ignition and water pump.

In 1926, Delage introduced the DM, with a 3,182 cc (194.2 cu in) (75 by 120 mm (3.0 by 4.7 in)) six, which made it emblematic of the era for the marque. The high-performance DMS had hotter cam, twin valve springs, and other improvements. A DR, with a choice of 2.2- and 2.5-liter sidevalve engines, also briefly appeared.

1929's D8 was the pinnacle of the marque. It was offered in three wheelbases, "S" or "C" at 130 in (3,300 mm), "N" at 140 in (3,600 mm), and "L" at 143 in (3,600 mm), all powered by a 4,061 cc (247.8 cu in) (77 by 109 mm (3.0 by 4.3 in)) straight eight, making it capable of 85 mph (137 km/h).

Delage followed in 1932 with the Grand Sport, on a 123 in (3,100 mm) (130 in (3,300 mm) in 1934) wheelbase, capable of 100 mph (160 km/h).

The smaller D8 15 debuted in 1934, just before the company was taken over by Delahaye. Powered by a 2,668 cc (162.8 cu in) (75 by 75.5 mm (3.0 by 2.97 in)) straight eight, it featured a transverse leaf and wishbone independent front suspension (which was licenced by Studebaker). It was joined by the D6/11, with a 2,149 cc (131.1 cu in) straight six. At the bottom of the range was a 1.5-liter four that lasted until 1936.

After purchase by Delahaye, Louis Delage was unceremoniously, and penuriously, pensioned off.

The 1935 D8 85 had a 3,591 cc (219.1 cu in) eight, while the 1936 D8 100 had 4,303 cc (262.6 cu in) (80 by 107 mm (3.1 by 4.2 in)). It was joined by the D8 120 sports tourer in 1937. The last prewar D8 120 saw displacement rise to 4,744 cc (289.5 cu in) (84 by 107 mm (3.3 by 4.2 in)), and added a Cotal electromagnetic gearbox.

The junior D6s shared Delahaye front suspension design, but had hydraulic rather than Delahaye cable-actuated brakes, and shared the Cotal gearbox with the D8. The D6/70 of 1936 was powered by a 2,729 cc (166.5 cu in) (80 by 90.5 mm (3.1 by 3.56 in)) six, the 1938 D6/75 a 2.8-liter six, and the postwar D8/3L Olympic a 3-liter six.

A 2,988 cc (182.3 cu in)-powered D6 won the 1938 Tourist Trophy at Donington Park and came second at Le Mans. A single V12-powered car, intended for Le Mans, tragically caught fire at the 1938 International Trophy at Brooklands.

Postwar, the best results Delage had were seconds at the 1949 Le Mans and 1950 Paris Grand Prix.

Delage was absorbed into Hotchkiss along with Delahaye in 1954, and car manufacturing ended.