Talbot 14-45
| Industry | Automobile manufacturing |
|---|---|
| Founded | 1903 |
| Headquarters | North Kensington , United Kingdom |
| Products | Automobiles |
The Talbot 14-45, also referred to as the Talbot 65, represents a premium automobile crafted by Georges Roesch and manufactured by Clément Talbot Limited at their North Kensington facility. Frequently, its bodywork was completed by the subsidiary Darracq Motor Engineering located in Fulham. This model made its first appearance at the London Motor Show in 1926.
Engine
This vehicle is powered by a six-cylinder engine with a capacity of 1665 cc (slightly over 1.5 litres). Both the inlet and exhaust manifolds are joined together on the engine block's left side, with a 5-jet carburettor mounted at the front of the inlet manifold. Fuel delivery originates from a 14-gallon tank positioned at the rear, passing through a vacuum tank situated on the dashboard. Overhead valves are actuated via pushrods equipped with double valve springs; notably, the rocker arms must remain attached when removing the detachable cylinder head. The engine benefits from comprehensive forced lubrication, and all six cylinders are cast as a single unit along with the upper half of the crankcase.
On the engine's right side are positioned the spark plugs, distributor, and contact points, featuring fully automatic ignition advance and retard mechanisms. A dynamotor—serving as both dynamo and starter motor—is affixed to the front end of the crankshaft. Camshaft timing is driven by gears connected directly to the crankshaft.
Cooling is managed through a honeycomb radiator aided by a fan integrated into the flywheel, with coolant circulating via thermo-siphon action; notably, no water pump is installed.
The clutch and gearbox are rigidly attached to the engine block. Gear selection is controlled by a lever located beside the driver's right hand that operates within a gated pattern. The clutch assembly is partially exposed rather than fully enclosed. Power is conveyed to the rear axle through an enclosed propeller shaft featuring automatically lubricated spherical and universal joints, supported centrally by a bearing inside the torque tube. The final drive employs spiral bevel gears, while the axle design is half-floating.
Brakes suspension steering
Steering utilizes a worm-and-nut mechanism housed within an elevated box designed to provide a comfortable steering wheel angle. The braking system consists of four independent brakes—one per wheel—activated by rods without any form of compensation. A hand-operated lever adjacent to the driver controls only the rear brakes. Brake shoes made from aluminium are adjusted through a wedge system that changes the fulcrum point of each shoe, and brake drums are fully enclosed.
The suspension setup includes quarter-elliptical springs with shackles at the rear. Front springs are mounted without camber, positioned off-center and slightly inclined towards the rear, incorporating snubber leaves for added control. Shock absorbers are fitted on all four wheels.
On the road
According to a review published in The Times, this relatively high-priced five-seat tourer was found to be comfortable, although it was noted that entry via the front door was somewhat hindered by the front cushion; however, this seat could be adjusted. The tested vehicle had accumulated 8,000 miles at that time. Its high-revving engine, which features only four main bearings, operated smoothly up to 4,000 rpm and demonstrated good acceleration from near standstill even in top gear; yet reaching speeds beyond 55 mph required considerable effort. The indirect gears produced noticeable noise, and some clutch slipping was observed when climbing steep inclines under heavy load. Overall, controls functioned smoothly. The suspension allowed for somewhat excessive bouncing, indicating that softer shock absorbers combined with reduced tyre pressure might enhance ride comfort.
Georges Roesch's advanced high-revving engine
In response to falling sales and financial setbacks, Clément-Talbot swiftly developed the 14-45 and shifted to a single-model approach. Toward the end of 1925, Georges Roesch embarked on designing a new automobile despite limitations posed by outdated facilities and equipment, engaging the entire workforce in the development effort.
By early 1926, Roesch submitted his design concept to Louis Coatalen, chief engineer at the parent firm S T D Motors. His objective was to produce a vehicle comparable in quality to the Rolls-Royce Twenty but with an engine half the size and priced at roughly one-quarter, emphasizing refinement without excessive expense. Central to this vision was a robust engine capable of higher speeds and compression ratios than previous models, prioritizing simplicity and cost-efficiency.
Roesch reintroduced overhead valves actuated by pushrods, allowing for reduced combustion chamber volume and increased compression. While retaining the basic dimensions of the older Talbot 12-30, nearly all parts were redesigned, including a more economical radiator. The engine achieved peak power at 4,500 rpm compared to the earlier model’s 3,000 rpm. Ensuring reliability was vital to preserving Clément-Talbot’s viability.
Significant advancements included an additional crankshaft bearing and lightweight pistons made in two parts—combining Y-alloy crowns with iron skirts exhibiting minimal expansion—permitting shorter connecting rods and a lighter overall engine. The pushrods were slender and manufactured using techniques from knitting needle production; new designs for rockers and cam followers enhanced durability and performance.
The engine dispensed with belt or chain drives; instead, the camshaft was driven by a fibrous fabroil gear system. Ignition utilized a modified Delco-Remy setup featuring twin contact breakers and elevated voltage for automatic regulation. Lubrication was improved through an oil pump powered by the crankshaft via another fabroil gear. Cooling relied on ample water channels ensuring unobstructed circulation without a water pump. The engine was solidly fixed directly to the chassis to maximize robustness.