Delage

Delage

Company type	Private
Industry	Automotive
Founded	1 January 1905 (1905-01-01) in Levallois-Perret, France
Founder	Louis Delâge
Defunct	1953 (1953)
Fate	Taken over by Delahaye in 1935; ceased production in 1953; brand revived in 2019
Headquarters	Levallois-Perret , France
Area served	Worldwide
Key people	Louis Delâge (founder)
Products	Luxury automobiles, racing cars
Number of employees	350 (1912)
Website	www.delage.com

Delage is a prestigious French marque specializing in luxury automobiles and racing cars, established in 1905 by Louis Delâge in Levallois-Perret, close to Paris. The company was taken over by Delahaye in 1935 and ceased production in 1953. The brand experienced a revival in 2019 through "Les Amis de Delage," the organization holding the rights since 1956, which reintroduced manufacturing with the launch of the Delage D12.

Early history

In 1905, Louis Delâge founded his enterprise with a loan of Fr 35,000, foregoing a monthly income of Fr 600. The initial premises were situated on Rue Cormeilles in Levallois-Perret, consisting of a modest workshop equipped with two lathes and staffed by three workers, including a former lead designer from Peugeot. Delage’s early operations involved producing components for Helbé and assembling De Dion-Bouton engines and chassis, complemented by bodies crafted in-house.

The debut vehicle, the Type A voiturette, was introduced in 1906, powered by a single-cylinder De Dion-Bouton engine delivering . That same year, Delage ventured into motor racing, competing in the Coupe de Voiturettes at Rambouillet. Although encountering difficulties, their cars demonstrated significant potential.

By 1907, the factory relocated to Rue Baudin in Levallois, expanding into a larger workshop. Despite initial setbacks with two-cylinder racing models, Delage secured victory in the 1908 Grand Prix des Voiturettes at Dieppe through innovative engine designs and strategic race management. This success propelled sales beyond 300 units during that year.

In 1909, the company transitioned from two-cylinder engines to four-cylinder units supplied by De Dion and Edouard Ballot before developing proprietary sidevalve four-cylinder engines. Growing demand necessitated another move in 1910 to a more spacious facility at 138 Boulevard de Verdun, Courbevoie. By 1912, annual production surpassed 1,000 vehicles with a workforce of approximately 350 employees, offering models powered by four- and six-cylinder sidevalve engines.

Passenger car manufacturing was suspended during World War I as Delage concentrated on producing munitions. After the war, the firm shifted focus to larger luxury automobiles, launching the CO model equipped with a six-cylinder sidevalve engine generating 20 hp—the first passenger car featuring front brakes—followed by the smaller DO four-cylinder variant.

The 1920s represented Delage’s "Golden Age," characterized by models such as the DE and DI four-cylinder cars (~2 liters, 11 hp) and the GL Grand Luxe (30 hp, 5954 cc), competing with contemporaries like Hispano-Suiza. Engineer Gaultier contributed successful six-cylinder designs including the MD (3174 cc) and DR (2516 cc), with the DR becoming Delage’s top-selling model.

In 1922, the CO and DO were succeeded by the enhanced CO2—boasting an overhead valve twin-plug head delivering —and the DE featuring sidevalve four-cylinder engines and four-wheel braking systems. The CO2 notably completed the Paris-Nice route at an average speed of .

The DI model launched in 1923 incorporated an overhead valve four-cylinder engine with magneto ignition and thermosyphon cooling; all variants included four-speed transmissions and Zenith carburetors. At the premium end of the range, the GL replaced the CO2 with an overhead cam six-cylinder engine fired by magneto ignition.

Delage also engineered high-performance hillclimb cars based on DI chassis fitted with enlarged engines such as a unit that achieved victories at La Turbie and Mont Ventoux. A record-breaking V12 () set new hillclimb records and established a land speed record at Arpajon () in 1924.

The advanced DIS model debuted between 1924 and 1925 featuring enhancements like Rudge knock-on wheels and improved camshafts; some were coachbuilt by Kelsch. The DIS evolved into Series 6 in 1927 incorporating coil ignition systems and water pumps.

In 1926, Delage unveiled the DM six-cylinder (), epitomizing the brand’s prestige during that period. The high-performance DMS version included upgraded camshafts and valve springs. For a short duration, the DR model was available with either 2.2- or 2.5-liter sidevalve engines.

Competition

In 1911, Delage participated in the Coupe de l'Auto held at Boulogne, entering a four-cylinder vehicle equipped with two bellcrank-operated valves per cylinder, actuated by camshafts located within the crankcase. Its five-speed transmission allowed a maximum speed of , and each voiturette carried enough fuel to complete the race without stopping. Works driver Paul Bablot secured victory with an average speed of , while Delage also claimed the team award.

By 1912, Delage progressed into Grand Prix competition with a car designed by Léon Michelat. This model featured a four-cylinder engine with four valves per cylinder, producing , mated to a five-speed gearbox and carrying . Three units were constructed for the Amiens Grand Prix, where Bablot recorded the fastest lap; however, Peugeot ultimately won after Guyot suffered a puncture. At the 1912 French Grand Prix, Delage drivers Bablot and Guyot finished first and second respectively, ahead of Mercedes entries.

The 1913 French Grand Prix saw the type Y set the quickest lap time, and in 1914, René Thomas drove a Delage to victory at the Indianapolis 500. That same year, Delage returned to the French Grand Prix with 4½-liter twin-cam engines featuring desmodromic valves, twin carburettors, five-speed gearboxes, and four-wheel braking systems. Despite impressive speed capabilities, mechanical reliability issues restricted their best result to eighth place.

In 1914, Delage focused on competition with the type O Lyon Grand Prix car while simultaneously expanding its luxury vehicle range with large six-cylinder engines. Racing efforts were largely suspended during World War One.

The company resumed racing in 1923 under Louis Delage’s leadership with the innovative 12-cylinder 2-liter type 2 LCV, which won the 1924 European Grand Prix at Lyon and the 1925 ACF Montlhéry Grand Prix. The 12-cylinder DH model (10.5 liters) set a world speed record of . The Delage 155 B triumphed at the inaugural British Grand Prix in 1926, driven by Louis Wagner and Robert Senechal. Production continued with models DI and DI S SS; meanwhile, the DM evolved into DMS and DML variants powered by Maurice Gaultier’s 6-cylinder 3-liter engine.

Delage’s Grand Prix efforts included a Plancton-designed V12 engine with four overhead cams generating , piloted by René Thomas in 1923. Although it retired early that season, it showed strong performance throughout 1924. Supercharging boosted output to in 1925, resulting in victories at Montlhéry and Lasarte and matching the pace of Alfa Romeo P2 cars.

In 1926, this engine was succeeded by a Lory-designed supercharged 1.5-liter twin-cam straight-eight delivering , capable of reaching , marking Delage’s final entry in Grand Prix racing.

Driven by Louis Delage’s enthusiasm for motorsport, the type 15 S 8—an eight-cylinder 1500 cc car—secured four European Grand Prix wins in 1927 and earned Delage recognition as "World Champion of Car Builders."

A D6 model won the 1938 RAC Tourist Trophy at Donington Park and achieved second place at the 1939 24 Hours of Le Mans. Additionally, a single V12-powered car intended for Le Mans was destroyed by fire at Brooklands in 1938.

Following World War II, Delage’s notable achievements included second-place finishes at both the 1949 Le Mans and the 1950 Paris Grand Prix.

The D6 and the D8: The Classic Era

In 1930, Delage introduced its six-cylinder Delage D6, which remained a key component of its passenger car range until production ceased in 1954.

That same year, Maurice Gaultier developed an inline eight-cylinder engine displacing 4,061 cc, which evolved into the sportier D8 S variant. The D8 served as the marque’s flagship model and was available in three wheelbase options: "S" or "C" (130 inches), "N" (140 inches), and "L" (143 inches). All versions were powered by a straight-eight engine producing enough power for speeds up to 85 mph. In 1932, Delage launched the Grand Sport on a shorter wheelbase chassis capable of reaching speeds of up to 100 mph.

The global economic downturn triggered by the 1929 crisis severely affected luxury automobile sales worldwide, weakening Delage’s financial standing. In response, smaller models were introduced: the type D6-11 with a six-cylinder 2101 cc engine in 1932 and the type D8-15 with a 2768 cc engine in 1934; both featured independent front suspension licensed from Studebaker. However, these offerings did not substantially improve sales figures. Limited production of higher-performance D6-11S versions occurred during 1933–34 on lowered chassis.

Junior D6 models utilized front suspension similar to that of Delahaye but incorporated hydraulic brakes and Cotal gearboxes as found on the D8 series. The 1936 D6/70 was equipped with a six-cylinder engine displacing 2729 cc; this was followed by the larger six-cylinder D6/75 (2.8 liters) in 1938. Postwar models included the D8/3L Olympic featuring a three-liter six-cylinder engine. An entry-level one-and-a-half-liter four-cylinder model remained available until production ended in 1936.

Financial difficulties continued: in spring 1932, Louis Delage secured a loan of twenty-five million francs to finance production tooling for the D6 series. Efforts were made to partner with Peugeot to utilize their dealership network but negotiations failed; talks with other potential collaborators also proved unsuccessful. Personal financial strain compelled Louis Delage to sell his residence on the Champs-Élysées as a temporary relief measure.

The final Courbevoie factory-produced models—D6-65, D8-85, and D8-105—were engineered under Michelat’s guidance. On April 20, 1935, the factory entered voluntary liquidation.

Undaunted by these setbacks, Louis Delage joined forces with businessman Walter Watney to establish Société Nouvelle des Automobiles Delage (SAFAD), which marketed cars assembled from Delahaye components. This partnership produced models such as the four-cylinder DI 12, the D8 120, and six-cylinder D6 70 variants. Watney served as SAFAD’s president but departed Paris in June 1940 following German occupation. By December that year, control of SAFAD had passed to Delahaye. During World War II, Delage's operations were limited but included developing an improved engine for Hotchkiss H39 tanks based on the eight-cylinder unit from the Delage D8 120.

Racing Aero Engines

During the early 1930s, Delage engineered at least two aero engines designed for racing purposes. The Delage 12 CED powered the Kellner-Béchereau 28VD, a racing aircraft built to compete in the 1933 Coupe Deutsch de la Meurthe. Unfortunately, the plane crashed during qualification trials on 12 May 1933. The second engine, known as the Delage 12 GV, remains largely undocumented and little is known about its specifications or applications.

Post-World War II Era

At the 1946 Paris Motor Show, Delage presented a large prototype limousine called the D-180; however, this model saw no further progress and vanished from the market by the following year. The 1947 exhibition featured only the six-cylinder 3-litre Delage D6, which retained much of the styling and engineering characteristics of their pre-war models. Various coachbuilders such as Chapron, Letourner & Marchand, and Guilloré supplied bodies for the D6, offering coupe, cabriolet, and spacious saloon/sedan variants. Notably, both Guilloré and Chapron created similar six-light four-door designs with narrow rear doors due to limitations imposed by the chassis. A special extended-wheelbase version crafted by Guilloré in 1952 was owned by Édouard Herriot, then president of the National Assembly.

Despite these efforts, postwar France faced significant economic difficulties and increasing automotive taxes—especially on engines exceeding two litres—which placed considerable strain on luxury car manufacturers. Delage's registered headquarters were merged with those of Delahaye, with production figures reported collectively for both marques. Louis Delâge, founder of Delage who had endured poverty since the company's bankruptcy in 1935 and subsequent absorption by Delahaye, passed away in December 1947. Following this period, both companies gradually lost their independence.

Production numbers dropped dramatically: Delahaye manufactured 235 vehicles (including Delages) in 1950, falling to 77 in 1951 and just 41 in 1952. Production of Delage automobiles ended in 1953. In 1954, both Delage and Delahaye were absorbed into Hotchkiss et Cie, marking the cessation of car manufacturing under the Delage name.

Revival

On 7 November 2019, during the Lyon Époqu'auto exhibition, Les Amis de Delage alongside entrepreneur Laurent Tapie—son of Bernard Tapie—announced plans to revive Delage Automobiles. Laurent Tapie assumed the role of company president. The new flagship model, the Delage D12, is a hybrid hypercar road-legal for public streets. It combines a naturally aspirated V12 engine with an electric motor to deliver a total output of . Production is set to remain within France. Renowned racing driver Jacques Villeneuve joined as development driver for this model. The D12 was unveiled at exclusive events held in Los Angeles and Orange County (December 2019), Monaco (September 2020), Geneva (November 2020), and Dubai (December 2020).

Honored as "most beautiful car worldwide" by the Automobile Awards jury for 2020/2021, only 30 units of the Delage D12 will be produced, each carrying an approximate price tag of two million Euros.

Models

• Delage CO (1918; six-cylinder; 4,524 cc)
• (1920; 2,121 cc)
• Delage CO2 (1921)
• Delage 2 LCV (1923; twelve-cylinder; 2L)
• Delage GL (5,954 cc)
• Delage DE
• Delage DH (twelve-cylinder DH; 10.5L)
• Delage DI S
• Delage DI SS
• Delage DMS (six-cylinder; 3L)
• Delage DML (six-cylinder; 3L)
• Delage 15 S 8 (eight-cylinder; 1,500 cc)
• Delage DM (six-cylinder; 3,174 cc)
• Delage DR (six-cylinder; either 2,170 cc or 2,517 cc)
• Delage D4 (four-cylinder; 1,480 cc)
• Delage D6-11 (six-cylinder; 2,101 cc)
• Delage D8-15 (2,768 cc)
• Delage D6-65
• Delage D8-85
• Delage D8
• Delage D8 S (eight-cylinder; 4,061 cc)
• Delage D8-105
• Delage DI 12 (four-cylinder)
• Delage D8 120
• Delage D6 70 (six-cylinder)
• Delage D12 – 2021 (twelve-cylinder; 7,604 cc plus a 110 hp electric motor)

Production volumes

Throughout its period of independence, Delage manufactured close to 40,000 automobiles at its facilities located in Levallois and Courbevoie. Following its merger with Delahaye, an additional approximate total of 2,000 vehicles bearing the Delage nameplate were produced between 1935 and 1940. In the years after World War II, Delahaye was responsible for producing about 330 Delage models from 1946 until 1953.

External links

• Les Amis de Delage, a website dedicated to Delage enthusiasts
• Delage World, a resource managed by collector Peter Jacobs