Surprisingly, although secured at that prominent auction, it is understood that the Darracq was rarely, if ever used by these two generations of collectors, probably owing to all the other cars that cried out for attention. It would reside in the Gilmore Museum for many years, until acquired by Lassiter.

From Burton Upjohn its next ownership came in 1965 when it was purchased by Donald Gilmore of Kalamazoo, in that same state.

At this point, it was restored by John Caperton to the guise in which we see it today, that of an archetypal speedster, with bucket seats and barrel gas tank. From Waterman-Gibson it passed to the Burton Upjohn Collection in Michigan. Regardless, the Darracq was part of that famed grouping in the 1950s. Well at least Newport can count on the Audrain today! But the idea of the such an institution for greasy old jalopies, horrified the neighbors and it was not to be. Termed by Gibson and Waterman as a Musee des Invalides, it had already outgrown its Boston premises and Newport would have been ideal, afterall motorsport had begun here in 1899. Together with his collecting partner Kirk Gibson, the very first car museum of its kind could have been here in Newport at Belcourt House on Bellevue Avenue a step away from The Audrain today. Lassiter sold his collection.Īs catalogued then, the car could chart provenance back to the incubation of the hobby, with known ownership commencing with one the most famous pioneers of the car collecting movement George Waterman who was based here in Rhode Island. That purchase was at the Christie's auction in West Palm Beach in March 1999 when William G. While chains might be seen as an iconic characteristic today, they were becoming considered as passé and were quickly being replaced by transferal by shaft drive which was accepted as being more refined, the 40/60 also had the refined 'belt and braces' technology of both magneto and coil ignition.ĭarracq were on top of the world when this large horsepower speedster was originally built, and it would have been images such as this that no doubt inspired its acquisition. The 40/60 as offered today, was a 7-liter T-head powered car which in France was catalogued as a 40hp, but for the US market was listed with this nomenclature. That firm's proprietor tested and proved a Flying Fifteen with a fortnight of continuous running and some 2,350 miles covered. Against this backdrop, it was logical that the marque would have success in America, but it seems that only the larger Darracq models were ever imported as new to the USA. The behemoth that accomplished the 1905 records was a 22-liter V8-engined monster also designed by Ribeyrolles, they would repeat the Vanderbilt Cup victory in 1906. Here in the United States, the Darracq importer accomplished the remarkable feat of covering 2,350 miles in 14 days at the wheel of a 15hp Darracq without stopping its engine! Of exceptional quality, the Flying Fifteen remained essentially unchanged for the next three years, its success helping the company capture a 10% share of the French market. One of the first steps in a more substantial and sporting automobile was the arrival of the 'Flying Fifteen' which was powered by a 3.0-liter sidevalve four rated at 15hp and would go on to become Darracq's most successful model to date. Darracq was a businessman rather than an engineer and had recruited designer Paul Ribeyrolles to be responsible for its production. Darracq's new venture was financed by the sale of his Gladiator bicycle business to Dunlop, though he continued to make bicycle components in his new factory at Suresnes, Seine. Born in Bordeaux in 1885, Alexandre Darracq made a fortune in the bicycle industry's boom years of the late 19th Century, and like many of his contemporaries subsequently turned his attention to powered transport. In fact, the successes of 1905 had been developed out of a much more humble entrée into the world of automobiles. One of the most enigmatic of posters of this era is for a brazen Darracq screaming horizontally across the page, with a tranquil Victor Hemery at its wheel, it would boldly proclaim the success of 1905, 198 Kilometers in the hour, a World Record, 1st in the Vanderbilt Cup and 1st at the Circuit des Ardennes, that same year. *Formerly in the collections of George Waterman and William G. *Well-known large horsepower French speedster 422 ci, Side-Valve Bi-Bloc 4-Cylinder Engine

Runabout 1906