Showing all 15 results
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.
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.
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.
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.
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.
Year of manufacture: 1927
Power: 70 hp
Displacement: 1991 cm3
Number of cylinders/valves: 8/3
Weight: 750 kg
Condition: functional
Catalogue number: 55
The most famous Bugatti T35 model
For the first fourteen years of its existence, the Bugatti brand was one of many small car manufacturers producing limited numbers of vehicles that achieved promising results on racing tracks. Everything changed in August 1924, when the factory presented the Bugatti T35 racing car at the Grand Prix in Lyon, which later achieved phenomenal success and won more than 2000 races – including twenty-one Grand Prix categories. Among the prominent winners were names like Tazio Nuvolari, Louis Chiron, William Grover-Williams, or René Dreyfus – and of course also our Mrs. Eliška Junková. Her greatest achievement is considered to be the absolute 5th place at the Sicilian Targa Florio in 1928. The sad truth is that her husband Čeněk Junek died at the Nürburgring on July 15, 1928, precisely in a Bugatti T35B. Visually unmistakable “bugattas” got radiators in the shape of a narrow horseshoe, and when they were retired from racing tracks, they were often converted by fitting sports touring bodies and further served as spare or service vehicles. In the former Austro-Hungarian territory, the sale of 22 versions of Bugatti T35 is documented, of which about two T35, three T35B, and a few T35C were in Czechoslovakia. After 1989, two T35A were imported to the Czech Republic.
The blue Bugatti
The Bugatti T35 was born at a time when the two-liter engine rule began to apply for Grand Prix cars. Ettore Bugatti drew an elegant long straight-eight engine on a clean sheet of paper, which first appeared in the T28 prototype (in 1921) and then mainly in the racing T30 (1922–1926). It had an OHC valve train with three valves (two intake, one exhaust) per cylinder. The lightweight engine was a mechanical jewel and its production required precise and meticulous work. Numerous plain bearings needed spray lubrication, thus suffering significant wear with the necessity of frequent replacement. Compared to the mentioned predecessors, the T35 model achieved up to 30% higher RPM. Camshafts, crankshafts, connecting rods, bearings, and lubrication had to be changed. Also characteristic were the factory-supplied eight-spoke aluminum alloy wheels with integrated brake drums, which gave the car its characteristic look forever typical of Bugatti.
Bugatti T35A
In December 1924, the racing Bugatti T35B cost 100,000 francs, which only truly wealthy buyers could afford. Therefore, in May 1925, the factory introduced a cheaper version, the T35A. Although it looked visually like the T35B Grand Prix, some of its components came from the original T30 (for example, the crankshaft bearing with three bearings). The engine blocks and eight smaller cams were somewhat different from the T30. The 35A model was without a supercharger, thus having lower power and greater durability. Cars were delivered with wire-spoke wheels (solid and aluminum wheels were extra). The T35A cost “only” 65,000 francs. It was called a “Course Imitation“, an imitation of a racing car. Between 1925–1927, 124 were sold, compared to 87 purebred T35B in the same period. In total, 139 Bugatti T35A were built. This particular Bugatti T35A is in original condition, comes from 1925, has 75 hp, and was originally delivered to a customer in the Netherlands.
Other versions and supercharger
The “Patron” (= Ettore Bugatti) decided to build the Bugatti T35T (T for Targa) because he wanted his team to succeed in the most demanding race, the Sicilian Targa Florio in 1926. Therefore, he increased the engine stroke by 100 mm, achieving a displacement of 2,262 cm3. The effort succeeded, and three factory T35Ts raced at the front, finishing in the order Costantini, Minoia, and Goux – fifth was Dubonnet in a private car. A total of 12 racers finished, 7 of them in cars built in Molsheim. Bugatti similarly performed well in other years’ Targa until 1930. Only 7 T35T units were built, as the Grand Prix regulations limited engine displacement to two liters. Between 1927-1930, 45 T35B models were produced, which were nothing more than T35Ts additionally equipped with a Roots supercharger, allowing the 2,262 cm3 engine to produce a maximum power of 138 hp. The first supercharger drawings are dated May 1926. The car won the 1929 French Grand Prix. The T35B had, compared to other types, a somewhat larger radiator, whose position was moved forward. Another version was the Bugatti Type 35C from 1927–1930. It was a T35 type with a 1,991 cm3 engine equipped with a Roots supercharger, which produced a maximum power of 127 hp – a total of 50 units of the T35C type were built, and these won the French GP in 1928 and 1930. The truth is that individual versions, as well as related T39 and T43, can sometimes be very difficult to distinguish from each other, because Ettore Bugatti already at that time used the same parts and components for several types of these cars, which reduced production costs and unified parts. In this respect, he was far ahead of his time, as others resorted to similar practices many years later.
Year of Manufacture: 1926 Power: 90 hp Displacement: 1,496 cm3
Number of Cylinders/Valves: 4/3 Weight: 700 kg
Condition: Catalogue Number: 62
Type 37 was derived from the more famous eight-cylinder Type 35 from 1924, which is still considered the most beautiful racing car of all time. However, with the newer Type 37, Ettore Bugatti gave private racing drivers the chance to acquire a quality racing car at a relatively affordable price. The Type 35 was a racing special and thus very expensive. At that time, anyone wanting to race privately with a Bugatti had to have a lot of money. The “37” followed the path of simpler technical solutions and cost-saving production methods, making it accessible to amateur drivers who wanted to experience real racing. The commercial success of this model proved the correctness of this approach. About 290 units of the Type 37 were produced, including 67 units of the supercharged 37A. However, figures vary across sources.
Technically, it was a typical Bugatti, similar to most models. The inline four-cylinder 1.5-liter engine with two intake and one exhaust valve was available either supercharged (37A) or naturally aspirated (37), producing 90 hp at 5500 rpm or 60 hp, respectively. The chassis featured rigid axles: the front axle was sprung by longitudinal semi-elliptical leaf springs, the rear by quarter-elliptical springs. A special feature was the forged hollow front axle through which the leaf springs passed — a technically demanding but beautiful solution. The brakes were mechanical with compensation for braking force on all wheels. In the late 1920s, it was among the best racing cars in the up to 1.5-liter category.
The Story of Our Car in the Collection:
Since this is the only produced example with this body style — a precursor to the famous Coupe de Napoleon bodies — this car is a historical and collectible rarity.
Technically, it is a two-door, two-seat coupe. The engine is an inline four-cylinder with a displacement of 1496 cm³, equipped with a supercharger producing 90 hp, making it the more powerful variant than the 37A. The car can reach a top speed of up to 180 km/h.
The chassis was manufactured in 1926 and sold to Paris. A unique body was then designed and mounted on this chassis by the company Milion–Guiet. The body was designed by Jean Antoine Augustin de Vizcaya, who patented it. The first owner in 1927 was the Brazilian ambassador in Paris, Count de Souza Dantas. The car’s body, known to many as “La Mouche” (the Fly), offers little comfort since it is built on a racing chassis. This gave the car great power and speed for its time compared to other commonly produced cars. The entire body is made of aluminum. An interesting feature is the removable roof section, which can be stored behind the seats, creating a “semi-convertible.” The upholstery is made of corduroy and leather. From today’s perspective, the car looks miniature, and it is difficult to sit comfortably inside, let alone travel in it. Traveling in this car was probably a small adventure, but many enthusiasts today would give a lot for such an experience, despite fully comfortable cars with all modern equipment, electronics, and comfort. Of note is the large fuel tank mounted behind the cabin, secured by straps and with a separate spare tire fastened on top by leather belts — a fantastic solution from today’s viewpoint.
The car itself has had a turbulent and complicated history, including being rebuilt and restored. In incomplete condition, it eventually arrived in the Czech Republic in the 1990s and was restored to its current, almost original condition in the workshops of the Samohýl company. It is now a highlight of our Bugatti car collection.
Year of Manufacture: 1928 Power: 120 hp Displacement: 2,262 cm3
Number of Cylinders/Valves: 8/3 Weight: 1100 kg
Condition: functional Catalogue Number: 54
This car has a long and rich history.
In 1927, Bugatti introduced the Type 43. This model was based on the most famous Bugatti racing car, the 35 GP. Ettore Bugatti wanted the Type 43 to offer the thrill of racing also to amateur drivers who could afford this very expensive car for its time. It was suitable both for racing and everyday driving. It was often seen at sports car races. The chassis was a new design, while the engine (with Roots supercharger), transmission, axles, and wheels were the same as in the Type 35 racing model. Bugatti produced either just the chassis for further coachbuilding or cars from the factory with an open, four-seat sports body.
This particular car was purchased in 1928 to Poland, where it participated in various races. It raced throughout the 1930s, after which its fate is unknown. Eventually, it was sold in very poor condition in 1975 from Poland to Switzerland. The car, which was later “split” into chassis and body (or rather what was left of it), was bought in 2006 by a collector from the Czech Republic, and a full restoration began.
The body was in relatively good condition, but many individual parts were missing. Ultimately, the entire body was reconstructed by Václav Zapadlík (hence the car’s nickname). After enormous effort, the car was reassembled into a drivable condition. However, during the first drives, the engine was damaged and the car was disassembled again.
The car was eventually purchased by the Samohýl family collection and is currently being restored to its original, complete, and operational state.
Here is the English translation with the original HTML formatting preserved:
—
Year of Manufacture: 1926
Power: 60 hp
Displacement: 1,496 cm3
Number of Cylinders/Valves: 4/3
Weight: 720 kg
Condition: drivable
Catalogue Number: 67
The Bugatti Type 37 is a four-cylinder model derived from the more famous eight-cylinder Type 35 from 1924, which is still considered the most beautiful racing car of all time. However, with the newer Type 37, Ettore Bugatti gave private racers the chance to acquire a quality racing car at a relatively affordable price. The Type 35 was a racing special and therefore very expensive. Those who wanted to race as privateers with a Bugatti at that time had to be truly wealthy. The Bugatti 37 followed a path of simpler technical solutions, cost-saving production, and thus accessibility for amateur drivers who still wanted to experience the feeling of real racing. The commercial success of this model proved the correctness of this decision. About 290 Type 37s were made, of which 67 were 37A models with a supercharger.
Technically, it was a typical Bugatti, with solutions identical to most models. The inline four-cylinder 1.5-liter engine with two intake and one exhaust valve was available either with a supercharger (Type 37A) or without (Type 37), producing 90 hp at 5,500 rpm or 60 hp, respectively. The chassis consisted of rigid axles, with the front suspended by longitudinal semi-elliptic springs, and the rear by quarter-elliptic springs. A specialty was the forged hollow front axles, through which the leaf springs passed. Technically demanding but beautiful. The brakes were mechanical with equalization of braking force on all wheels. In the late 1920s, these were among the best racing cars in the under 1.5-liter category.
Our Bugatti Type 37 is in original condition without major renovations—exactly the type of car with which amateur drivers raced worldwide in its time. It was manufactured in 1926 and delivered to Marseille, France. It spent its entire life in France before being purchased for Mr. Samohýl’s collection. It is one of two original Bugatti Grand Prix cars in the collection and thus a highly prized exhibit.
Year of Manufacture: 1930
Power:
Displacement:
Number of Cylinders/Valves:
Weight:
Condition: drivable
Catalogue Number: 75
On the extended chassis of the standard model, a body was built for 9-11 people, widely used by police forces as well as a tourist and excursion vehicle for ČEDOK.
Year of Manufacture: 1921
Power: 60 hp
Displacement: 4,426 cm3
Number of Cylinders / Valves: 6 / 2
Weight: 1,800 kg
Condition: operational
Catalogue Number: 101
Introduction
Austro-Daimler was an Austrian car manufacturer and a subsidiary of the German Daimler-Motoren-Gesellschaft, based in Wiener Neustadt. The company was founded in 1899, and in 1900, it produced its first automobile. In 1905, it became the first manufacturer in the world to build a car with all-wheel drive.
A key figure in the company’s history was Czech-born engineer Ferdinand Porsche, who became technical director in 1906 and later served as general director until 1923—a total of 17 years. During this time, he applied his undeniable engineering talent to all of the company’s products.
History of the AD 6-17 Model
After World War I, like many others, Ferdinand Porsche focused on designing a large luxury vehicle. This led to the creation of the Austro-Daimler AD 6-17 in 1921, produced until 1924. It was powered by a straight-six engine delivering 60 horsepower and was considered a luxury limousine at the time. The chassis was fitted with various body types, and the car’s spacious and robust design made it a favorite of Porsche himself and even the Swedish royal family.
Our specific vehicle was manufactured in 1921 and won its class in the prestigious Zbraslav–Jíloviště hill climb in 1922. The car was then owned and driven by Edgar Morawitz, who later became a factory driver for Bugatti and led a remarkable life story.
Restoration and Present Day
After decades and numerous foreign owners, the car eventually returned to the Czech Republic. It was acquired by Mr. Samohýl, and although only the chassis and an incomplete engine remained, the car underwent an extensive and meticulous restoration and is now in operational condition.
A symbolic return to the scene took place in 2020, when the vehicle once again participated in the Zbraslav–Jíloviště race. At the initiative of Mr. Ladislav Samohýl, the driver’s seat was taken by Wolfgang von Bremm, CEO of Mercedes-Benz Cars Czech Republic, who thoroughly enjoyed the ride and was genuinely impressed by the car.
Year of Manufacture: 1926
Power: 46 horsepower
Displacement:2,244 cm3
Number of Cylinders/Valves: 6/2
Weight: 1,750 kg
Condition:
Catalogue Number: 229
This was a car offered by Fiat at the end of the 1920s. It was intended for the upper middle class. It featured a 6-cylinder inline engine with an output of 46 horsepower and a large, spacious body. The transmission had four speeds and power was delivered to the rear wheels. Interestingly, the same vehicle was used at the time by the Pope for his personal transportation.
Year of manufacture: 1924
Power: 50 hp
Displacement: 4,160 cm3
Number of cylinders/valves: 6/2
Weight: 1,750 kg
Condition: restored
Catalog number: 217
The car was equipped with a six-cylinder inline engine with a displacement of 4160 cc and an output of 50 hp at 2000 rpm. The engine’s power was transmitted via a leather cone clutch to a four-speed gearbox and from there through a driveshaft to the rear wheels. The maximum speed was 90 km/h, with fuel consumption of 16–18 l/100 km.
The car featured solid axles with leaf springs and wooden or wire-spoked wheels. In 1924, the car was offered at a price of 19,500 RM. By 1926, the price dropped to 12,900 RM, and the limousine version cost 15,000 RM.
In 1923, a sports model also began production. Otherwise, the car was manufactured with a wide range of bodies, which were common in the market at the time.
An interesting fact is that Adolf Hitler ordered this model in a cabriolet version in 1924. It was his first car, and a well-known photograph exists showing him with this car in front of the Landsberg prison after his release.
Production of the sports model ended in 1925, and the standard model disappeared without a successor in 1927 as part of model rationalization by the merged Daimler-Benz AG.
The car in our collection is a limousine version and has been fully restored to drivable condition.
Year of manufacture: 1925
Power: 25 hp
Displacement: 1,791 cm3
Number of cylinders/valves: 4/2
Weight: 1,250 kg
Condition: operational
Catalogue number: 135
In the mid-1920s, the automotive industry experienced rapid development. Our oldest car manufacturer, Laurin & Klement in Mladá Boleslav, produced and successfully sold a range of passenger and commercial vehicles. However, to further develop production, they needed capital. Therefore, in 1925, they merged with the industrial Škoda Plzeň concern, which became the sole owner of the Mladá Boleslav manufacturer. This brought about production reorganization, and the concern’s companies began cooperating closely. According to the agreement between the former Laurin & Klement and the Škoda concern, machines designed before August 1925 bore the L & K – Škoda badge, so the popular four-cylinder model type 110 could feature logos of both companies on the radiator grille. Machines designed after this date were labeled only Škoda.
Between 1925 and 1929, the L&K-Škoda 110 was produced. The bore was 72 mm and the stroke 110 mm. Ten series were produced; the first and second had a 1,791 cm3 inline four-cylinder engine with SV valve timing and a power output of 18 kW, with a top speed of 80 km/h. From the third series in 1926, a 1,944 cm3 engine with 22 kW power and a maximum speed of 85 km/h was used, again an inline four-cylinder engine also used in the passenger L&K 120, as well as the commercial Škoda 115 and 125. The overall construction reflects mid-1920s technology. The chassis was a riveted steel ladder frame made from U-profiles. Both front and rear axles were rigid and suspended with longitudinal semi-elliptical leaf springs. The steering operated by a screw and nut mechanism. The engine was coupled to a dry, multi-plate clutch, which connected to a four-speed unsynchronized gearbox housed in the same block as the engine. The rear axle was driven via a driveshaft. The vehicle’s external dimensions were 4200x1600x1300 mm.
It was produced in several body styles, such as sedan, phaeton, limousine, roadster, coupe, estate, commercial truck, and ambulance.
A total of 2,550 units of this L&K 110 type were produced. The model was based on the previous Laurin & Klement 150 and was replaced by the Škoda 4R.
An interesting fact is that the Laurin & Klement brand was the most famous and drove on the roads of the First Czechoslovak Republic, with one of the cars even owned by the first president, Tomáš Garrigue Masaryk.
The car from our collection is in fully operational condition.
Year of manufacture: 1925
Power: 22 hp
Displacement: 2,895 cm3
Number of cylinders/valves: 4/2
Weight: 750 kg
Condition: operational
Catalogue number: 116
Introduction
The Ford Model T was a car manufactured by the Ford Motor Company of Henry Ford from 1908 to 1927. The Model T is generally regarded as the first affordable automobile that “put America on wheels.”
Development
The series started with the Model A, but there were not 19 produced models (from A to T), as some remained only prototypes. Immediately before the Model T, the Ford Model S was produced, an improved version of the then most successful Ford Model N.
Contrary to expectations, the Ford T was not followed by Model U, but by the Ford Model A. The company publicly declared that the new car was so much better than the old one that Henry Ford wanted to start again from the letter A. In 1999, the Ford Model T was named Car of the Century, and a year later, the Model T engine was included among the top 10 engines of the century.
Technical specifications
The Model T had a front-mounted four-cylinder inline gasoline engine with a displacement of 2.9 liters producing 15 kW, with a top speed of 64–72 km/h. This small four-cylinder engine was known for its SV valve timing with an L-head design. According to Ford Motor Company, the Model T had a fuel consumption of approximately 11.1 to 18.7 liters per 100 km. The engine could run on gasoline or ethanol.
The car was rear-wheel drive. The transmission was called a three-speed, but in reality had 2 forward speeds and one reverse gear. It was operated using three pedals and a lever located by the driver’s seat. Throttle was controlled by a lever on the steering column. The left pedal was used for gear selection. When pressed and held forward, low (slow) gear was engaged. Held in the middle position was neutral. Neutral could also be engaged by pulling the lever into a vertical position. When the lever was pushed forward and the driver lifted their foot off the left pedal, the Model T engaged the higher gear. The car could drive this way even without any pedal pressed. There was no clutch pedal.
Wooden, spoked steel wheels were available in 1926 and 1927. Tires had a diameter of about 76 cm; front tires were 5 cm wide, rear tires 8.9 cm wide. The wheelbase was approximately 2,515 mm.
Production
When the model was introduced, it used the production methods of its time, being assembled by hand, and production was small. It took 12.5 hours to build one car; after the assembly line was introduced, it took 1 hour and 33 minutes using less labor. In 1914, Ford produced more cars than all other manufacturers combined. The Model T was a huge commercial success and when Henry produced his 10 millionth car, 9 out of 10 cars worldwide bore the Ford brand. It was so successful that Ford did not need to spend on advertising between 1917 and 1923. A total of 15,007,033 Model T vehicles were produced, more than almost any other model of the century.
During production, several major design changes occurred. One of the first changes involved using brass for the radiator and headlights. The horn and some other details were also brass. Many early cars had open bodies, which were cheaper to produce than closed ones. Until the 1911 model year, American-made cars had no doors for the driver. Later model years included closed bodies such as sedans, coupes, and in 1917, a truck chassis. The truck chassis, called the Ford Model TT, differed mainly by having a reinforced frame and a wheelbase extended by two feet. Many companies built bodies on these chassis, resulting in various tankers, buses, fire trucks, and other superstructures.
It is often said that Ford was only produced in black because black paint dried faster than other colors, allowing faster production—no need to wait long for paint to dry. Over 30 different types of black paint were available. Henry Ford famously said, “Any customer can have a car painted any color that he wants so long as it is black.” The Model T was produced in other colors, but only from 1908 to 1914 and again in 1926 and 1927. The different types of paint were justified by the need to meet various conditions for applying paint on different parts and different drying times depending on paint color and method used. Ford’s technical records indicate black was chosen for its cost and durability.
Market
The standard four-seat open tourer for the 1909 model year cost $850; comparable cars at that time cost $2,000 to $3,000. In 1913, the price dropped to $550, and in 1915, it reached $440. In the 1920s, the price fell as low as $300.
Sales
The Ford Model T was the first automobile produced simultaneously in multiple locations worldwide. The first Model Ts outside America rolled off the lines in the United Kingdom, followed by production in Germany and various South American countries, including Argentina and Brazil.
Trivia
The Model T appeared in many Laurel and Hardy films. In the 2006 film Cars, one of the residents of Radiator Sp