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Mercedes-Benz 260 D

Year of manufacture: 1938
Power: 45 hp
Displacement: 2,543 cm3

Number of cylinders/valves: 4/2
Weight: 1,550 kg

Condition: restored
Catalog number: 226

 

Rudolf Diesel patented his revolutionary engine already in 1893. Due to its size, it was primarily used for industrial purposes and ship propulsion. Gradually, as the engine was downsized, it found its way into commercial vehicles. Passenger cars resisted diesel engines for a long time. Experiments in this field were conducted by Peugeot. Already in the early 1920s, experimental vehicles of types 153 and 156 ran with a two-stroke diesel twin-cylinder engine. The German company Stoewer developed a prototype in 1927. A few years later, Citroen equipped its Rosalie 11UD with an engine from the Englishman Harry Ricardo. However, mass production did not start.

The Mercedes Benz 260 D became the world’s first truly mass-produced passenger car with a diesel engine. It was introduced in February 1936 at the Internationale Automobil und Motorrad – Ausstellung in Berlin. The official premiere was preceded by a long development process. The manufacturer gradually tested various diesel engines and conducted extensive experiments but without success. The inline six-cylinder diesel engine type Manheim, which debuted in autumn 1933, suffered from such vibrations that further development was abandoned.

In November 1934, engineers chose a modified version of the inline six-cylinder engine originally used in commercial vehicles. The result was a smaller two-valve four-cylinder unit with a 100 mm stroke. It was designated OM 138 with a displacement of 2,545 cm3. The commercial designation “260” came from this engine. The ignition system was taken from the original engine. Other key technical solutions also remained the same, including the OHV pushrod valve train and the crankshaft mounted in five main bearings. The construction basis of the car was the extended chassis of the gasoline model 200 from the W21 series.

Modern turbodiesels are known for their fuel efficiency and long range per tank. The 260 D’s fuel tank allowed a range of approximately 400 km. This revolutionary vehicle began serial production at the end of 1935, before its official premiere. The so-called zero series consisted of 170 six-seat landaulets and Pullman limousines. The first 13 semi-open models featured a partition between front and rear passengers. It featured a three-speed manual gearbox with an overdrive but no synchronization for first gear.

In September 1936, new body styles appeared, including sedans and Cabriolet B models, which accommodated four to five passengers. February 1937 saw a more significant facelift. The second series adopted the chassis from the 230 Lang W143 models. The improved version had a new grille. The headlights were reduced in size and were no longer mounted on a chrome strip in front of the radiator but newly positioned on the fenders.

Between 1935 and 1940, a total of 1,967 units of the 260D model were produced, after which wartime production took precedence. The car from our collection is from the second series, in very good condition after a complete restoration.

Indian 101 Scout

Year of manufacture: 1928
Vehicle type: motorcycle

Condition: operational
Catalog number: 72

The Indian Scout was a motorcycle produced by the Indian Motorcycle Company from 1920 to 1949. It was the brand’s most successful model. This “Scout 101” model was designed by Charles B. Franklin, featuring a stiffer frame than previous Scouts, a steeper fork angle, a longer wheelbase, and a lower riding position. It was the first Scout to be equipped with a front brake.

Mercedes Benz SL500 W129

Year of manufacture: 1996
Power: 320 hp
Displacement: 4,973 cm3

Number of cylinders/valves: 8/4
Weight: 1,840 kg

Condition: perfect
Catalog number: 24

The Mercedes-Benz SL R129, the 4th generation of the SL class, also known by the nickname “Iron,” is a magnificent car that brought many innovations to the world of automobiles. Already at its debut in 1989, Mercedes held 20 patents for the SL model. Among the most interesting features is the pop-up roll bar behind the occupants’ heads, which deploys in 0.3 seconds and protects passengers in case of a rollover. The car is also equipped with self-retracting three-point seat belts mounted in the seats with a solid frame made of five magnesium parts, which partly absorb forces acting during a side impact, and four-piston disc brakes. Last but not least, the vehicle includes an electro-hydraulically operated retractable roof, which can be opened or closed in 30 seconds. Another interesting feature is the multi-link rear suspension, which provides excellent handling at high speeds while also offering the desired comfort.

The legendary design was created by Bruno Sacco, and the then company director Werner Niefer, who called the R129 his favorite, also participated as a test driver during development.

The SL R129 went through two major facelifts, in 1995 and 1998. Each time, the appearance was subtly refreshed, some interesting equipment was added, and several engines were replaced or improved. With the last modernization, speed enthusiasts welcomed the AMG versions – initially the V8 SL 60, later complemented by the SL 70 and the powerful V12 SL 73, which also appeared in the Italian masterpiece Pagani Zonda. The last to appear before production ended was the SL 55 AMG, which later lent its technology to the newer SL 55 AMG R230 generation.

Over the entire 12 years of production, 213,089 cars rolled off the production line in Bremen.

Mercedes Benz SL600 W129

Year of Manufacture: 1992
Power: 394 hp
Engine Displacement: 5,987 cm3

Number of Cylinders/Valves: 12/4
Weight: 1,980 kg

Condition:
Catalog Number: 25

The Mercedes-Benz SL R129, the 4th generation of the SL class, also known by the nickname “Iron”, is a magnificent car that brought many innovations to the automotive world. Already at its introduction in 1989, Mercedes had 20 patents on the SL model. Among the most interesting features is the pop-up rollover bar behind the occupants’ heads, which deploys in 0.3 seconds and protects passengers in case of a rollover. The car is also equipped with self-retracting three-point seat belts mounted in the seats with a solid magnesium frame made of five parts, which partially absorb forces during a side impact, and four-piston disc brakes. Not least, the vehicle features an electro-hydraulically operated retractable roof that can be folded or raised in 30 seconds. Another highlight is the multi-link rear suspension, which provides excellent handling at high speeds while also delivering the desired comfort.

The legendary design was crafted by Bruno Sacco, and the development included test driver Werner Niefer, the then company director, who called the R129 his favorite.

The SL R129 underwent two major facelifts, in 1995 and 1998. Each time, the exterior was subtly refreshed, some interesting features were added, and several engines were replaced or upgraded. With the last update, speed enthusiasts were rewarded with AMG versions – initially the V8 SL 60, later complemented by the SL 70 and the mighty V12 SL 73, which was even used in the Italian masterpiece Pagani Zonda. The last model before production ended was the SL 55 AMG, which later lent its technology to the newer SL 55 AMG R230 generation.

Over the entire 12 years of production, 213,089 units rolled off the factory line in Bremen.

Mercedes Benz SL190 W121

Year of Manufacture: 1963
Power: 105 hp
Engine Displacement: 1,897 cm3

Number of Cylinders/Valves: 4/2
Weight: 1,080 kg

Condition: excellent
Catalog Number: 34

 

After World War II, the global industry was recovering from wartime production. It tried to quickly reorient itself toward civilian manufacturing but also aimed to successfully sell and capitalize on its products. The same was true in Germany, which had been totally devastated by the war and urgently needed to produce and sell goods.

“Whoever does not export will perish,” echoed through war-ravaged Europe. The domestic market was pushed to the back burner, while foreign currency and barter trades took priority. The greatest attention of exporters was naturally focused on countries with strong purchasing power—the first two post-war decades mainly targeted the United States. Their economy, crippled by the 1930s Great Depression, was revived by the war. However, from 1942 until the end of the fighting, they did not produce passenger cars. After the war, practically anything with wheels found a buyer on the “starved” market. And American automakers had no interest in sports cars—they simply didn’t make them.

Max Hoffman, an American importer of Mercedes-Benz vehicles, was aware of this. He convinced the MB board to develop an expensive, super-sporty model—the Gullwing. He also realized there was a need for a sort of people’s sports car for a broader clientele, preferably a convertible. Thus, the idea of the iconic 190 SL was born, which in its own way conquered America and shifted the brand’s image in the right direction.

The brief was simple: make it resemble the Gullwing as much as possible but with different technology and, most importantly, price. Development was incredibly fast. It was approved in September 1953. By February 1954, the first working prototype was exhibited at the New York Auto Show. The development took only 5 months! The car was still modified and its production version was introduced at the Geneva Motor Show in March 1955. Sales started in May of the same year.

The chassis was based on the production sedan 180 “Ponton.” It was shortened and modified, and the body was welded onto it. The engine hood, trunk lid, and doors were made of aluminum. Given British competition, great attention was paid to neat interior workmanship. Seats upholstered in artificial leather provided good support during cornering. For an extra charge, a third seat was installed, placed perpendicular to the direction of travel. The car could also be purchased with a fixed removable hardtop roof—initially aluminum, later metal.

Among the car’s advantages were precise shifting of the four synchronized gears, effective brakes, and agile handling. The latter, however, was more related to the chassis qualities than the engine performance. Acceleration from zero to 100 km/h in 14.5 seconds was rather average. The excellent driving characteristics were also due to the fact that the suspension design was quite similar to the Gullwing, which transmitted much higher power from its inline six-cylinder engine.

The engine in the 190 SL was newly designed. It was essentially 4 cylinders from the six-cylinder engine of the 300 SL. With a displacement of 1897 cm3, it produced 105 hp, featured an overhead camshaft (OHC), and a three-bearing crankshaft. It was not a super high-performance engine, but with a weight of 1080 kg it allowed a top speed of 170 km/h. There were attempts at racing versions and sporadic participation in motor racing. The car was not designed for this purpose, and although the company offered a racing kit for upgrades, only a few dozen kits were sold, and the 190 MB did not become a racing staple.

The car quickly won the hearts of customers, especially women. In the USA, it was even regarded as a sports car for ladies. It was also comfortable enough for a sports car. The fact that its designers accurately predicted customers’ tastes is evidenced by the few cosmetic improvements it underwent during its production from 1955 to 1963. Almost 26,000 units were produced in total.

Today, these cars are highly sought-after by collectors. The bigger brother, the MB 300 SL Gullwing, commands astronomical prices and is becoming unaffordable for the average collector. Therefore, the smaller MB 190 SL is experiencing a great renaissance, and its price has also begun to soar in recent years.

The car in our collection is from the last series produced. It has undergone a complete restoration and is in like-new condition.

Mercedes-Benz 450 SL R107

Year of Manufacture: 1971
Power: 225 hp
Engine Displacement: 4,520 cm3

Number of Cylinders/Valves: 8/2
Weight: 1,580 kg

Condition: perfect
Catalog Number: 40

 

History
The Mercedes-Benz W107 was produced between 1971 and 1989. It was the second longest-produced series by the German car manufacturer Mercedes-Benz, following the off-road Mercedes-Benz G-Class. The vehicles were sold under the model designations SL (R107) and SLC (C107).

 

Development
The R107 and C107 borrowed chassis components from the mid-size W114 model and were originally paired with the M116 and M117 engines used in the W108, W109, and W111 series. In April 1971, mass production of the R107 began, with the 350 SL available with an optional four-speed hydraulic automatic transmission. In March 1973, the 450 SL/SLC was introduced to the North American market.

In September 1977, the 450 SLC 5.0 joined the lineup. It was a homologation version of the large coupé with a new aluminum 5-liter engine. Starting in 1980, the 350, 450, and 450 SLC 5.0 were replaced by the 380 and 500 SLC models. In 1981, production of the 280, 380, and 500 SL ended and was succeeded by the new W126-based 380 and 500 SEC models. From September 1985, the 280 SL was replaced by the new 300 SL and 380 SL, the 500 SL continued, and the 560 SL was introduced for select non-European markets, particularly the USA, Australia, and Japan.

 

Technical Data
Mercedes-Benz engineers focused on fine details when developing the W107. For example, this model was the first to feature the now-familiar rear light lenses with horizontal ribbing, previously used on trucks, which helped prevent dirt buildup.

The chassis featured a closed tunnel necessary for the gearbox and driveshaft, with a floor frame of longitudinal and transverse members and a welded body of either a two-seater roadster or a coupé for two adults and two children. The steel used varied in thickness, and carefully designed crumple zones based on Béla Barényi’s patents absorbed most of the impact energy in a crash, allowing the occupants in the so-called safety cell to remain better protected. The four-spoke steering wheel had a telescoping column and a polyurethane-filled hub. The dashboard was padded with foam to absorb impacts. The fuel tank, placed above the rear axle, was protected from rupture in collisions.

All U.S. models used the 4.5-liter engine and were designated 450 SL / SLC.

 

Interesting Facts
Let’s return to Germany, though we’ll stay a bit in America—further south, in fact. Teaching a 4.75-meter-long car to race was a challenging task, but it succeeded. The SLC coupé achieved great success particularly in rally competitions. In 1978, Andrew Cowan and Colin Malkin won the grueling Vuelta a la América del Sud marathon. Over five weeks on roads—and mostly off-road trails—across South America, the pair managed to finish the 28,500 km route in their 5-liter Mercedes 450 SLC ahead of all competitors. Only 22 of the original 56 teams completed the rally.

 

Record Holder
Thanks to its long career, the R107 still holds the record for the number of units produced among all generations of the “SL”. By August 1989, a total of 237,287 units had been built in Sindelfingen. The SLC coupé concluded its ten-year career with only 62,888 units produced and is now considered fairly rare. That career itself is also a record—no other passenger Mercedes was produced for so long (the G-Class is not quite a passenger car). The R107 was succeeded by the SL R129, which debuted in March 1989. While its career was shorter, it was still long by today’s standards: it remained in production for a full twelve years.

Mercedes Benz E220 W124

Year of Manufacture: 1993
Power: 150 hp
Engine Displacement: 2,199 cm3

Number of Cylinders/Valves: 4/4
Weight: 1,640 kg

Condition:
Catalog Number: 43

The Mercedes-Benz E-Class, internally designated as W 124, ranks among the most successful model series in the history of Mercedes-Benz. It was introduced to the market in 1985, and its production officially ended in 1997. A total of an incredible 2,562,143 units were produced in all variants.

This car belonged to the mid-size segment and was gradually produced in sedan, estate, coupé, and cabriolet versions. It featured the full range of engines—from basic four-cylinder carbureted petrol engines to the top-tier V8 engine in the 500E version. It also included all diesel engines produced by the company at the time. Some vehicles were equipped with four-wheel drive under the 4Matic designation, marking its debut with Mercedes-Benz. Even during development, great attention was paid to innovation, with the goal of setting a new standard in automotive design. It had outstanding aerodynamics and utilized chassis constructions previously reserved for higher-class vehicles. It excelled in safety and was renowned for its incredible reliability, owed to its precise workmanship, materials, and technology. Even today, the timelessness of its overall design is clearly evident.

And the most interesting model from the W 124 range? Without a doubt, the 500E sedan with a 5-liter V8 engine and 32 valves. Hidden in this inconspicuous sedan was a true sports car with excellent capabilities. Interestingly, Porsche collaborated on the development and production of this model, which says it all.

The chassis construction, even in standard versions, was among the best, and it was further improved in the 500E. Double wishbones in the front and elastokinematic five-link suspension in the rear. Even today, it’s hard to find anything better in this class. It provided a perfect foundation for building a high-performance model, which the 500E undoubtedly proved. Sitting in its superbly crafted interior, starting the engine, and driving off was a dream for many people in the early 1990s. On the road, the car felt rock-solid, like carved from granite. The chassis delivered excellent contact with the road while still filtering out bumps smoothly. It’s no wonder this car is considered the pinnacle of German engineering of its time. The overall workmanship is extremely precise.

The 500E could accelerate from 0 to 100 km/h in just 5.5 seconds. The engine not only delivered contemporary performance but was also technically advanced. It was fully aluminum, had variable intake valve timing, and featured a CAN-Bus control unit. Gear shifting was handled by a four-speed automatic transmission. Not all technical innovations were well received, however—until 1994, for example, the traction control system could not be deactivated, which understandably annoyed enthusiastic drivers.

Production of a single 500E took an honest 18 days, and due to strict quality control and the complexity of production, the car cost a hefty 2.5 million CZK when new—yet it still didn’t yield a profit.

And the cabriolet version? It debuted in September 1991. This four-seater cabriolet was the first of its kind in the series after nearly two decades. Designated with the code A124, it was structurally based on the coupé. The major weakness of open-top cars—chassis flex—was addressed using four vibration dampers. The entire body was reinforced and extensively modified.

As the cabriolet lacked both B and C pillars, the A pillars had to be appropriately reinforced. Roll-over safety was provided by a special system with two deployable segments behind the rear seats, which also served as headrests. If the electronics detected an imminent roll-over, the system would activate in just 0.3 seconds. These headrests could also be manually raised by the driver.

The convertible roof consisted of 27 parts and 34 joints, yet when folded, it took up only 80 liters of trunk space. Unless the owner paid extra for the electrohydraulic operation, the roof had to be operated manually. Initially, only the 300 CE-24 Cabriolet version was produced, starting in 1992. Later, other engine variants were added. Even by today’s standards, it remains a very beautiful and distinctive car.

Owners of W 124 series cars fondly remember them, and for many, they represent the last truly honest mechanical car before the rise of modern electronic and electric features in today’s vehicles.

BMW EMW 340-2

Year of Manufacture: 1952
Power: 57 hp
Engine Displacement: 1,971 cm3

Number of Cylinders/Valves: 6/2
Weight: 1,250 kg

Condition: For restoration
Catalog Number: 48

This car, based on the pre-war BMW 326 model, was produced between 1952 and 1955 in the former BMW factory in Eisenach, East Germany. After the war, this area fell under the zone liberated by the Red Army and thus came under Soviet influence. After the war, there were still enough parts in the original factory to continue production of the BMW 326. However, in 1952, BMW, now part of the newly formed “Western” Germany, won an international court case over the rights to the BMW brand and all associated trademarks. As a result, production of the BMW 326 based on the original documentation was discontinued in Eisenach, and the EMW 340–2 model began production. It shares many mechanical components with the original BMW 326 but features a modified body. The car is complete but intended for restoration.

Mercedes Benz 230 W143

Year of Manufacture: 1938
Power: 55 hp
Engine Displacement: 2,229 cm3

Number of Cylinders/Valves: 6/2
Weight: 1,450 kg

Condition: For restoration
Catalog Number: 49

Mercedes-Benz 230 W143, limousine version, was produced between 1937 and 1941. This particular vehicle was manufactured in 1938.

It has a 6-cylinder petrol engine with a displacement of 2.2 liters and an output of 55 horsepower. The gearbox is a 4-speed and the drive is to the rear wheels. The car is almost in its original, very well-preserved condition. The bodywork has been partially repaired and newly painted. The vehicle is in operational condition. This type was one of the core production models in the interwar period and achieved great commercial success.

Laurin & Klement | 100

Year of Manufacture: 1920
Power: 25 hp
Engine Displacement: 1,794 cm3

Number of Cylinders/Valves: 4/2
Weight: 1,250 kg

Condition: Drivable
Catalog Number: 70

 

History

Before 1920, the prospects for motoring in Czechoslovakia were uncertain and later even began to worsen. Part of the public looked at automobiles with hostility, and some voices in the press labeled them as unnecessary luxury items.

Development

Between 1920 and 1925, the L & K brand introduced a whole range of passenger car types, all of which belonged to the more expensive class.

In 1922, a new model was developed that met the needs of those looking for a relatively affordable yet solid car. This new type was originally designated as Type A. By the standards of the time, it was a smaller car — it had a four-cylinder, four-stroke, water-cooled engine with a displacement of 1,794 cm3.

In 1923, a certain consolidation occurred in the automobile market, and L & K sought to attract buyers with its program. At that time, a fundamental change was made in the designation of production types. The previously common letter-based designations were replaced with numbers. Type A was rebranded as Type 100 (later Series 105).

Type So was further designated as 200. Type Sp as 210.

Alongside Type 100, another model was developed, designated as 150, which had the same chassis but was equipped with a four-cylinder sleeve-valve engine with a smaller displacement of 1,460 cm3.

Technical Data

The car featured a water-cooled four-cylinder engine, already equipped with a four-speed gearbox and a four-seat body. It was commonly delivered as an open phaeton. By modifying the bore and stroke, additional models were derived from this type — all the way up to a luxury six-cylinder version with a sleeve-valve engine. The vehicle had an output of 18 kW (25 hp), a bore of 72 mm, and a stroke of 110 mm. The cylinder capacity was 1,794 cm3. The maximum speed of the vehicle was 80 km/h.

A total of 106 units were produced.

Laurin & Klement, 110

Year of Manufacture: 1923
Power:
Engine Displacement:

Number of Cylinders/Valves:
Weight:

Condition: Drivable
Catalog Number: 73

The original designation “Type A” was considered, according to the classification of the time, a small car. The water-cooled four-cylinder engine, already equipped with a four-speed gearbox and a four-seat body, was commonly delivered as an open phaeton. By changing the bore and stroke, additional models were derived from this type, eventually leading up to a luxury six-cylinder version with a sleeve-valve engine.

Laurin & Klement, F

Year of Manufacture: 1907
Power:
Engine Displacement:

Number of Cylinders/Valves:
Weight:

Condition: Drivable
Catalog Number: 80

This Model F was manufactured, according to the attached copy of the technical sheet dated August 17, 1907, by Laurin & Klement as a touring car for Count Alexander Kolowrat. He used it for his everyday needs as well as to train for his racing ambitions. He had a large acetylene lamp manufactured and supplied for it (according to a copy of the prospectus from the company Alois Böll-Vienna), known as the “Das Acetylen Sauerstoff-Kalklicht” (Acetylene-Oxygen-Lime Light).

Bugatti 35A GP

Year of Manufacture: 1925
Power: 70 hp
Engine Displacement: 1,991 cm3

Number of Cylinders/Valves: 8/3
Weight: 750 kg

Condition: Drivable
Catalog Number: 66

The Most Famous Bugatti Type – T35

For the first fourteen years of its existence, Bugatti was one of many small manufacturers building a limited number of cars with occasional racing success. That all changed in August 1924, when the factory introduced the Bugatti T35 at the Grand Prix in Lyon. This racing car later achieved phenomenal success, winning over 2,000 races, including 21 in the Grand Prix category. Among the prominent winners were names such as Tazio Nuvolari, Louis Chiron, William Grover-Williams, René Dreyfus – and, of course, our own Eliška Junková. Her greatest achievement was placing 5th overall in the 1928 Targa Florio in Sicily. Sadly, her husband Čeněk Junek was killed on July 15, 1928, at the Nürburgring while driving a T35B.

The visually distinctive Bugattis featured radiators shaped like narrow horseshoes. After retiring from racing, many were refitted with touring bodies and served as support or everyday vehicles. In the former Austro-Hungarian Empire, 22 T35s of various versions were documented as sold, including around two T35s, three T35Bs, and a few T35Cs in Czechoslovakia. After 1989, two T35As were imported to the Czech Republic.

The Blue Bugatti

The Bugatti T35 was born during the era when Grand Prix cars were limited to two-liter engines. Ettore Bugatti designed an elegant long straight-eight engine, first seen in the prototype T28 (1921), then primarily in the racing T30 (1922–1926). It featured OHC valve timing with three valves per cylinder (two intake, one exhaust).

This lightweight engine was a mechanical gem, requiring precise craftsmanship. Numerous plain bearings needed spray lubrication and still suffered from wear, requiring frequent replacement. Compared to its predecessors, the T35 engine reached up to 30% higher revolutions. Camshafts, crankshafts, connecting rods, bearings, and lubrication had to be redesigned.

The factory-supplied eight-spoke aluminum alloy wheels with integrated brake drums gave the car its iconic look, forever associated with Bugatti. The wheelbase was 2,400 mm.

Bugatti T35A

In December 1924, the race-spec Bugatti T35B cost 100,000 francs – affordable only for the wealthy. To reach a broader audience, the factory introduced the more affordable T35A in May 1925. It looked visually similar to the Grand Prix T35B but used some components from the earlier T30 (such as a crankshaft supported by three bearings).

The engine blocks and camshafts differed from the T35B, and the ignition system was also simpler. Crucially, the T35A had no supercharger, resulting in lower power but greater durability. It came standard with wire-spoke wheels; solid and aluminum ones were available at extra cost. The T35A was priced at a “mere” 65,000 francs and nicknamed the “Course Imitation” – a race car lookalike.

Between 1925 and 1927, 124 T35As were sold compared to 87 T35Bs in the same period. In total, 139 units of the T35A were built. This particular 1925 Bugatti T35A is in original condition and was initially delivered to a customer in the Netherlands. It had a maximum output of 75 hp.

Other Versions and the Supercharger

Ettore Bugatti decided to build the T35T (“T” for Targa) to increase his team’s chances in the grueling 1926 Targa Florio. He increased the engine stroke by 100 mm, achieving a displacement of 2,262 cm3. The move paid off – three factory T35Ts finished in the top positions: Costantini, Minoia, and Goux. Fifth place went to Dubonnet in a private car.

Twelve competitors finished the race, seven of them in Molsheim-built Bugattis. The brand continued to dominate the Targa Florio through 1930. Only seven units of the T35T were produced, due to Grand Prix regulations limiting engines to two liters.

Between 1927 and 1930, 45 units of the T35B were built – essentially T35Ts fitted with a Roots supercharger. The first drawings of the supercharger date to May 1926. This upgrade enabled the 2,262 cm3 engine to produce a maximum output of 138 hp. The car won the 1929 French Grand Prix.

The T35B featured a slightly larger radiator, positioned further forward. Another variant, the Bugatti T35C (1927–1930), was a T35 with a 1,991 cm3 supercharged engine producing up to 127 hp. Fifty units of the T35C were built, winning the French Grand Prix in 1928 and 1930.

In truth, the various versions – including related models T39 and T43 – are often difficult to distinguish. Ettore Bugatti already practiced parts unification and reuse across multiple models, reducing production costs. In this, he was far ahead of his time, as others adopted similar strategies only many years later.

Laurin & Klement GDV

Year of Manufacture: 1909
Power:
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Number of Cylinders/Valves:
Weight:

Condition: Drivable
Catalog Number: 81

This vehicle ranks among the famous predecessors of today’s taxis, historically referred to as “drožka” (a type of horse-drawn carriage), and earned recognition in major European cities. The Laurin & Klement company successfully supplied these vehicles to cities such as Vienna and Saint Petersburg, and the models were named after these cities based on their specific equipment differences. These vehicles also sold successfully in Japan.

Hispano-Suiza H6B

Year of Manufacture: 1924
Power: 135 hp
Engine Displacement: 6,597 cm3

Number of Cylinders/Valves: 6/2
Weight: 2,450 kg

Condition: Drivable
Catalog Number: 82

Introduction
There have been hundreds of car brands throughout the world, but only a few can be described as the best. Among them, we can definitely include the Hispano-Suiza brand, which was — and still is — a symbol of distinction and exclusivity, just like Rolls-Royce.

Hispano-Suiza cars were manufactured in Spain and France (under license also by Škoda Plzeň from 1924 to 1929), but never in Switzerland, despite what the name might suggest.

Development
This is one of the most renowned and highest-quality cars of the brand. Its design was essentially derived from WWI aircraft technology.

Technical Specifications
A four-door, five-seater convertible. The engine was front-mounted and powered the rear wheels. It was derived from a successful aircraft engine used in French SPAD 13 fighter planes and was later adapted for use in automobiles.

The engine is a petrol, liquid-cooled inline six-cylinder (R6) with OHC valve timing. Displacement is 6,597 cm3, bore 100 mm, stroke 140 mm, two valves, Solex carburetor, power output of 99 kW (135 hp) at 2,500 rpm, and torque of 475 Nm at 1,600 rpm.

It features a 3-speed manual transmission, wheelbase of 3,690 mm, front/rear track of 1,450 mm, curb weight of 2,450 kg, and a top speed of 135 km/h. The car uses rigid axles and longitudinal leaf springs at both front and rear. Drum brakes are fitted front and rear.

Production
The first model, designated H6B, appeared in 1925, although H6 models were produced from 1924 to 1927, and only in France.

In Barcelona, Hispano-Suiza cars were produced until the 1940s, before the brand was absorbed by Pegaso. French production ended in 1934.

Sales
The Hispano-Suiza H6 is a luxury vehicle. A total of 2,350 H6, H6B, and H6C units were manufactured.

Interesting Fact
A notable feature is the radiator cap ornament representing a flying stork. It was designed in Paris by Swiss engineer Marc Birkigt, inspired by artwork painted on the fuselage of French fighter squadron aircraft.

This Car in Our Collection
The car in our collection is in perfect running condition.

Laurin & Klement Sb

Year of Manufacture: 1911
Power: 16 hp
Engine Displacement: 1,771 cm3

Number of Cylinders/Valves: 4/2
Weight: 980 kg

Condition: drivable
Catalog Number: 88

Technically interesting and commercially very successful car with a light, simple, yet very sturdy body. The engine, equipped with a multi-plate clutch and a flywheel at the front end of the crankshaft, was assembled together with the clutch and gearbox into a single unit. The gearbox has three speeds, and power is transmitted to the rear axle via a modern jointed shaft. The entire design and technical level of this vehicle give a clean, refined impression for its time. This model remained in production practically until 1925. It can be said that this was the first version of a serially produced car by Laurin & Klement.