1948 Delahaye Type 175 S Grand Prix

Delahaye's civilian automobile production was halted for approximately eight years as a result of World War II. When production resumed, the marque's first new model since the Type 165 was finally launched in 1948, dubbed the 175, and continued through mid-1951. The semi-monocoque chassis carried an enlarged and improved 4.5-liter version of the firm's straight six and was clothed in a variety of body styles exclusively built by the finest coachbuilders of the era. It is believed that 107 examples (including 75, 175S, 178 and 180) were built, and 25 examples are known to have survived. (51 examples were Type 175 cars, with the lion's share comprised of the higher specification 175 S).

The Type 175 was the first Delahaye with four-wheel independent suspension and the company's first to be built exclusively in left-hand drive. The Delahaye Type 175S was more sporting and powerful than the 'standard' 175, with its engine fed by a trio of Solex carburetors rather than just one. Additionally, it rode on chromed Rudge-Whitworth wire wheels.

The Delahaye 175 was intended to be introduced at the October 1939 Paris Auto Show, but the venue was canceled without notice as fear of a German invasion loomed. The ongoing German occupation of Paris and the company's factory delayed the vehicle's introduction. A prototype was presented to shareholders for production approval in March 1944. Six pre-production chassis were completed by 1946 (chassis numbers 90001; 91001; 91002; 92001, and 92002. The show chassis displayed at the Paris Auto Salon in optional Type 175S configuration was not numbered). The official unveiling was at the belated return of the Paris Auto Salon in October 1946.

Mechanical Specification
The Delahaye 175 rested on a 2.95 meter (116.14 inches) wheelbase and had an overall length of 4.62 meters (181.89 inches) and a width of 1.69 meters (66.5 inches). The cockpit floor was welded to the bottom of the chassis, adding strength and torsional rigidity. There were parallel side-rails in boxed (rather than open) channels, and the cockpit's frame-rails were parallel-sided rectangles. The chassis was suspended by a Dubonnet independent front suspension and a De Dion rear setup. Stopping power was via large diameter, deeply finned drums on a dual Lockheed hydraulic brake system. The engine was a naturally aspirated, 4.5 liter, overhead-valve inline six-cylinder unit with seven main bearings. The Type 175 produced approximately 140 horsepower, while the higher-specification TYpe 175S delivered 161 horsepower. It was paired to a four-speed, semi-automatic Cotal transmission manufactured by MAAG.

Type 178 and Type 180
Approximately 38 Type 178 examples were built on a medium-length, 3.15-meter wheelbase (124 inch) chassis. Eighteen examples of the Type 180 were built, and they rested on a long, 3.35-meter (131.89) wheelbase.

Competition Pedigree
The Delahaye 175 would have been state-of-the-art had it debuted in 1939, but its delayed introduction made it less so. Nevertheless, its generous proportions, independent front and semi-independent rear suspension, hydraulically actuated Lockheed brakes, and semi-monocoque chassis made it among the most modern and advanced cars of its era. Its engine was a variant of the 135's Le Mans-proven straight-six featuring a new aluminum body and in three-carburetor S specification developed 165 horsepower. The racing engines developed by Delahaye for Charles Pozzi, and racing-team Ecurie Lutetia co-owner and French champion driver Eugène Chaboud, reportedly had three dual-choke carburetors, 9.1:1 compression, and produced over 220 horsepower.

A Delahaye 175 S (chassis number 815042) won the 1951 Monte Carlo Rally and placed twelfth in the Carrera Panamericana. A Motto-bodied Type 175 S, chassis number 815051, contested the Carrera Panamericana but was disqualified on a technicality.

by Daniel Vaughan | Oct 2005