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Details
The Property of the Late R.M. Poole Esq.
1904 TALBOT 11hp MODEL CT2K TWO-SEATER
Registration No: DX 128
Engine No: 2046
Chassis No: 3085
Colour: Dark green with crimson coachlines, black upholstery.
Engine: 2-cylinder water-cooled, 90 mm x 120 mm bore & stroke (1526 cc), individual cylinders, T-head, HT magneto & trembler-coil ignition, exhaust pressure-feed lubrication. Transmission: cone-clutch, 3-speed & reverse gearbox with right-hand quadrant change, shaft drive to bevel rear axle. Chassis: pressed steel with semi-elliptic suspension front and rear, 6' 6'' wheelbase, 4' 2'' track. Brakes: internal expanding, on rear wheels from side lever and on transmission by foot pedal. Wooden wheels with 30 x 3½ beaded edge tyres.
The British Automobile Commercial Syndicate was formed in 1902 to import cars of European manufacture into Britain, Chairman of the Company being the Earl of Shrewsbury & Talbot. Amongst the cars that the BACS sold were those made in France by Adolphe Clément. To the Clément name the Earl added part of his own title, creating Clément-Talbot Ltd (the acute accent on the first "e" not being used by the British company). In the middle of 1903 Monsieur Clément left his Clément-Gladiator firm which continued to make cars under these two individual names. To identify his new products Adolphe added the name Bayard to his surname and his cars and it was these Clément-Bayards that were sold by the BACS, initially as Clement-Talbots.
For a number of years thereafter there was little technical difference between the cars sold on the continent by Clément-Bayard and those that Clement-Talbot Ltd. Sold throughout Britain and its Empire. In a sales leaflet dated the 30th September 1903, Clement-Talbot Ltd announced that henceforth its cars would be known by the name Talbot. However, confusion existed (and still exists) in the minds of both individuals and the motoring press particularly as Talbots, whatever the radiator badge stated, continued to have the A Clément name on their gearboxes and engines even after the new Talbot works were opened in London, in November 1904.
In 1904 the Talbot range of the six models ran from a 1-litre twin to a large 4.9-litre four-cylinder car. Of the range four were AC (Adolphe Clément) models, similar to previous Clément-Gladiator designs, whereas the other two were prefixed CT (Clement-Talbot). The most obvious difference between the two designations was that the AC models had bi-bloc engines with a single camshaft and the CTs had individual cylinders with a T-head layout of the valve-gear. All models shared the advanced features for 1903/4 of a pressed-steel chassis, magneto ignition, internal expanding brakes, shaft drive, and a significant interchangeability of parts between the various models.
From the word go, so right was the design of Clément-Bayard and Talbot cars that for a number of years afterwards they were only changed in detail. In July 1904 The Autocar magazine ran a series of three articles on Talbots which it introduced with the statement: 'These cars, which were hardly know a few years ago, are now in the front rank of light automobiles. Their special features are power in proportion to weight, great flexibility of engine, silence, and ease control'. Reporting on the 8hp and 12hp (the successor to the CT2K with a slightly larger engine and a conventional honeycomb radiator) in March 1905 The Autocar commented: 'In these automobiles the latest and, as demonstrated by practice, the most satisfactory and efficient forms an automobile design are, as far as possible, embodied. In both the two-cylinder and four-cylinder form they are carefully designed and very soundly constructed. Wherever their predecessors could be improved, this has been done in these latest models'.
This car is a good example of a 1904 pattern twin-cylinder Talbot with the low mounted gilled-tube radiator and 'coal-scuttle' or 'cheese-dish' bonnet, so familiar from De Dion Boutons, Renaults, Peugeots and other makes of the period. It was registered in Ipswich in 1904 and after an active life as a grocer's delivery van was bought an R. Stiff of Manningtree in 1916. Three years later it was purchased by the father of the late Mr R. M. Poole who dismantled it in a farm barn with the intention of putting the car into perfect order. Having assessed the parts that required renewal he consulted a parts manual for the model and wrote to Clement Talbot. Perhaps with some optimism the letter records: 'Dear sir, can you supply me with the undermentioned parts for a 1904 Type CT2K 9/11hp Clement Talbot car? If so at what increase on 1904 prices'
Clement Talbot were able to fulfil the request, a receipt from the company confirms Mr Poole's payment of £10 10 shillings and 6 pence for them. It seems that the initial enthusiasm faded and over time the various components of the car became scattered over his farm . On his retirement, R.M. Poole set about rounding up all the parts to complete his father's project. He located the seats in the barn loft, whilst the chassis was being used to plug a hole in a fence! However, although the car had been dismantled, 95 of the original parts were found, most showing evidence of extensive use. It appears that the original low-tension magneto ignition was replaced some time in the car's active use with a HT magneto system as used by the larger Talbot cars, but that apart the car is essentially as it left the Clément factory in France and was sold by the British Commercial Automobile Syndicate as a Talbot in 1904. Indeed, not only is the Clément-Talbot, Ladbroke Grove, North Kensington, London plate present on the coachwork, but the correct Clément carburettor is in place. This physical information helps to confirm the interwined nature of the Clément/Talbot relationship of the time as previously outlined.
With much assistance from Michael Ware and his team at the National Motor Museum Beaulieu the car was again assessed and transported to the museum to be restored. During restoration the car featured on the Museum's stand at the 1984 Motor Show, and could be viewed from the gallery over the Beaulieu workshops. In 1984 also a successful application was made to retain the original registration and by mid-1991 the car was in running order for the first time in 70 years. It later delighted Mr Poole in swiftly completing the London to Brighton that year, and was subsequently exhibited at Beaulieu for a further five years.
Both Henry Poole and his son appear to have been fastidious with paperwork and accompanying the Talbot is a history file that comprises not only the early invoices from Talbot, parts lists, but also extensive correspondence throughout its restoration.
The Talbot is in excellent restored condition, although it has not been regularly run and we would recommend a thorough service prior to use. A fine Twin cylinder car it has the Veteran Car Club of Great Britain Dating Certificate number 2010 and would be ideal for Club events, and, of course, the London to Brighton Run
1904 TALBOT 11hp MODEL CT2K TWO-SEATER
Registration No: DX 128
Engine No: 2046
Chassis No: 3085
Colour: Dark green with crimson coachlines, black upholstery.
Engine: 2-cylinder water-cooled, 90 mm x 120 mm bore & stroke (1526 cc), individual cylinders, T-head, HT magneto & trembler-coil ignition, exhaust pressure-feed lubrication. Transmission: cone-clutch, 3-speed & reverse gearbox with right-hand quadrant change, shaft drive to bevel rear axle. Chassis: pressed steel with semi-elliptic suspension front and rear, 6' 6'' wheelbase, 4' 2'' track. Brakes: internal expanding, on rear wheels from side lever and on transmission by foot pedal. Wooden wheels with 30 x 3½ beaded edge tyres.
The British Automobile Commercial Syndicate was formed in 1902 to import cars of European manufacture into Britain, Chairman of the Company being the Earl of Shrewsbury & Talbot. Amongst the cars that the BACS sold were those made in France by Adolphe Clément. To the Clément name the Earl added part of his own title, creating Clément-Talbot Ltd (the acute accent on the first "e" not being used by the British company). In the middle of 1903 Monsieur Clément left his Clément-Gladiator firm which continued to make cars under these two individual names. To identify his new products Adolphe added the name Bayard to his surname and his cars and it was these Clément-Bayards that were sold by the BACS, initially as Clement-Talbots.
For a number of years thereafter there was little technical difference between the cars sold on the continent by Clément-Bayard and those that Clement-Talbot Ltd. Sold throughout Britain and its Empire. In a sales leaflet dated the 30th September 1903, Clement-Talbot Ltd announced that henceforth its cars would be known by the name Talbot. However, confusion existed (and still exists) in the minds of both individuals and the motoring press particularly as Talbots, whatever the radiator badge stated, continued to have the A Clément name on their gearboxes and engines even after the new Talbot works were opened in London, in November 1904.
In 1904 the Talbot range of the six models ran from a 1-litre twin to a large 4.9-litre four-cylinder car. Of the range four were AC (Adolphe Clément) models, similar to previous Clément-Gladiator designs, whereas the other two were prefixed CT (Clement-Talbot). The most obvious difference between the two designations was that the AC models had bi-bloc engines with a single camshaft and the CTs had individual cylinders with a T-head layout of the valve-gear. All models shared the advanced features for 1903/4 of a pressed-steel chassis, magneto ignition, internal expanding brakes, shaft drive, and a significant interchangeability of parts between the various models.
From the word go, so right was the design of Clément-Bayard and Talbot cars that for a number of years afterwards they were only changed in detail. In July 1904 The Autocar magazine ran a series of three articles on Talbots which it introduced with the statement: 'These cars, which were hardly know a few years ago, are now in the front rank of light automobiles. Their special features are power in proportion to weight, great flexibility of engine, silence, and ease control'. Reporting on the 8hp and 12hp (the successor to the CT2K with a slightly larger engine and a conventional honeycomb radiator) in March 1905 The Autocar commented: 'In these automobiles the latest and, as demonstrated by practice, the most satisfactory and efficient forms an automobile design are, as far as possible, embodied. In both the two-cylinder and four-cylinder form they are carefully designed and very soundly constructed. Wherever their predecessors could be improved, this has been done in these latest models'.
This car is a good example of a 1904 pattern twin-cylinder Talbot with the low mounted gilled-tube radiator and 'coal-scuttle' or 'cheese-dish' bonnet, so familiar from De Dion Boutons, Renaults, Peugeots and other makes of the period. It was registered in Ipswich in 1904 and after an active life as a grocer's delivery van was bought an R. Stiff of Manningtree in 1916. Three years later it was purchased by the father of the late Mr R. M. Poole who dismantled it in a farm barn with the intention of putting the car into perfect order. Having assessed the parts that required renewal he consulted a parts manual for the model and wrote to Clement Talbot. Perhaps with some optimism the letter records: 'Dear sir, can you supply me with the undermentioned parts for a 1904 Type CT2K 9/11hp Clement Talbot car? If so at what increase on 1904 prices'
Clement Talbot were able to fulfil the request, a receipt from the company confirms Mr Poole's payment of £10 10 shillings and 6 pence for them. It seems that the initial enthusiasm faded and over time the various components of the car became scattered over his farm . On his retirement, R.M. Poole set about rounding up all the parts to complete his father's project. He located the seats in the barn loft, whilst the chassis was being used to plug a hole in a fence! However, although the car had been dismantled, 95 of the original parts were found, most showing evidence of extensive use. It appears that the original low-tension magneto ignition was replaced some time in the car's active use with a HT magneto system as used by the larger Talbot cars, but that apart the car is essentially as it left the Clément factory in France and was sold by the British Commercial Automobile Syndicate as a Talbot in 1904. Indeed, not only is the Clément-Talbot, Ladbroke Grove, North Kensington, London plate present on the coachwork, but the correct Clément carburettor is in place. This physical information helps to confirm the interwined nature of the Clément/Talbot relationship of the time as previously outlined.
With much assistance from Michael Ware and his team at the National Motor Museum Beaulieu the car was again assessed and transported to the museum to be restored. During restoration the car featured on the Museum's stand at the 1984 Motor Show, and could be viewed from the gallery over the Beaulieu workshops. In 1984 also a successful application was made to retain the original registration and by mid-1991 the car was in running order for the first time in 70 years. It later delighted Mr Poole in swiftly completing the London to Brighton that year, and was subsequently exhibited at Beaulieu for a further five years.
Both Henry Poole and his son appear to have been fastidious with paperwork and accompanying the Talbot is a history file that comprises not only the early invoices from Talbot, parts lists, but also extensive correspondence throughout its restoration.
The Talbot is in excellent restored condition, although it has not been regularly run and we would recommend a thorough service prior to use. A fine Twin cylinder car it has the Veteran Car Club of Great Britain Dating Certificate number 2010 and would be ideal for Club events, and, of course, the London to Brighton Run