ALCYON Cars 1890-1963 France


1906 Alcyon 2HP 7 logo


1914 Alcyon 350 cc V-twin zijklepper
Alcyon 350 cc V-twin zijklepper uit 1914
1921 Alcyon with twocylinder boxermotor tricycle
Een Alcyon auto met een tweecilinder boxermotor uit 1921
1925 Alcyon Touriste 350 JAP
Deze Alcyon Touriste uit 1925 had een 350 cc JAPzijklepmotor
1929 Alcyon with 350 cc Zücher-motor
Alcyon uit 1929 met een 350 cc Zücher-motor
1906 Alcyon 2HP 7 logo
1914 Alcyon Poster
Alcyon poster uit 1914
1904 Alcyon
Alcyon uit 1904
1906 Alcyon 2HP
Alcyon 2 pk uit 1906

Alcyon is een historische Franse fabriek voor fietsen en motorfietsen, die in 1903 werd opgericht door Edmond Gentil, een ex-medewerker van Peugeot. Het bedrijf behoorde jarenlang tot de grootste Franse fabrieken en was eigenaar van diverse merken. De bedrijfsnaam was Ets. Gentil et Cie, later Société des Motos Alcyon. Het bedrijf was aanvankelijk gevestigd te Neuilly-sur-Seine, en later in Courbevoie.

Edmond Gentil werkte bij Peugeot, waar hij in opdracht van constructeur Emile Amstoutz motorfietsen prepareerde voor de race Parijs-Madrid van 1903. Deze werden echter onder de naam Griffon ingezet, om problemen te voorkomen tussen de beide Peugeot bedrijven les fils de Peugeot frères en S.A. des Autmobiles Peugeot. Peugeot besloot het merk Griffon in een afzonderlijke fabriek in Courbevoie te produceren, en Gentil wilde daar directeur worden. Toen dat niet gebeurde nam hij verschillende medewerkers mee en richtte zijn eigen bedrijf op.

Aanvankelijk produceerde het bedrijf fietsen. In 1903 al 3.000 stuks en in 1909 was dit aantal al opgelopen naar 40.000 stuks. Nadat al een tweede fabriek in Courbevoie was geopend, werd in 1904 de eerste motorfiets geleverd. Alcyon werkte aanvankelijk samen met Zedel. Toen deze Zwitserse fabrikant van inbouwmotoren in 1906 een fabriek in Frankrijk opende, had Alcyon daar een groot belang in. In 1907 sloot Zedel zijn fabriek in Saint Aubin en werd Alcyon volledig eigenaar van Zedel.

Daarom zijn Alcyon motorfietsen vrijwel altijd uitgerust met Zedel en Zürcher inbouwmotoren. Men bouwde al snel V-twins en vóór de Eerste Wereldoorlog al paralleltwins. In de jaren twintig nam Alcyon de merken Labor, Thomann, Olympique, La Française-Diamant, Armor en Lapize over. In deze periode werden tweetaktmotoren van 98- tot 248 cc gebouwd en viertaktmotoren van 173 tot 498 cc. 1925 was waarschijnlijk het enige jaar dat JAP motoren werden ingebouwd.

In 1926 werd Alcyon Italia opgericht. Deze fabriek in Turijn assembleerde enkele jaren de Franse modellen voor de Italiaanse markt.

1921 Alcyon with twocylinder boxermotor tricycle

1921 Alcyon with twocylinder boxermotor tricycle

De Alcyon Gentile tricycle uit 1936 was een eigen ontwikkeling van Edmond Gentil. Dit was een bijzonder voertuig, met een 250 cc zijklepmotor die boven het voorwiel was gemonteerd en dit rechtstreeks via een ketting aandreef. Eigenlijk was de productie van tricycles destijds allang gestaakt, maar Gentil dacht dat er in de crisistijd toch een markt voor was. Dit bleek een vergissing.

Na 1945 concentreerde Alcyon Italia zich op moderne twee- en viertakten tot 248 cc, met name op lichte (bromfiets-) en scootermodellen. Motoren werden gedeeltelijk door AMC(Alcyon-AMC), Zürcher en VAP geleverd. Halverwege de jaren vijftig werd het bedrijf ingelijfd door het Peugeot-concern. In 1958 fuseerde Alcyon met Lucer, waarna alleen nog bromfietsen werden gemaakt. Tussen 1966 en 1970 werd de productie beëindigd.


1902 ob_38670c_alcyon

1902 Alcyon ad

1908 Alcyon

1908 Alcyon

1905 alcyon-1905-hugo-smit

1905 Alcyon ad NL

1908 alcyon_52_1908_voitur_102-lr

1908 Alcyon race auto

1925 Alcyon

1925 Alcyon

Tussen 1902 en 1928 produceerde het merk Alcyon lichte autootjes met enkele cilinder of een tweecilinder boxermotor.


From Wikipedia, the free encyclopedia
For the car of the same name, see Subaru XT.

1904 Alcyon

An Alcyon bicycle constructed in 1904

The Alcyon was a French bicycle, automobile and motorcycle manufacturer between 1903 and 1954.


Alcyon originated from about 1890 when


Edmond Gentil started the manufacture of bicycles in Neuilly, Seine. In 1902, this was complemented by motorcycle production and in 1906, the first cars were shown at the fair “Mondial de l’Automobile” in Paris, France. Also in 1906 it founded the professional Alcyon cycling team which was active until 1955, including winning the Tour de France 6 times.

Motorcycle racing

In 1912 Alcyon competed at the Isle of Man TT races with a 348cc single-cylinder engine featuring two inlet valves and two exhaust valves. Both bikes failed to finish the Junior TT race.

Alcyon had local success in France during the 1920s, with riders such as Marc Jolly, Marcel Mourrier, Jean Durand and Lucien Lemasson winning races. During this time too, this bicycle brand got its nickname “l’intrépide Alcyon”.

Voiturettes before the World War 

Two models were shown in 1906, one a two seat light car with single-cylinder 950 cc engine and a larger four seat model with 1.4-litre four-cylinder engine. Both engines were bought in from Gentil. The cars were advanced models with 3-speed gearboxes and shaft drive. However, the single-cylinder models were dropped in 1912 and larger models of up to 2120 cc were added to the range. By then, most of the engines were obtained from Zurcher.

The company moved to Courbevoie, Seine in 1912.

1954 Peugeot absorbed Alcyon.

Cyclecars between wars

1914 Alcyon 350 cc V-twin zijklepper

A 1925 Alcyon Touriste 350 JAP motorcycle

In 1914, the company’s name was changed to Automobiles Alcyon. After the war, the first model was a 1914 cc four-cylinder model, some examples of which were tuned and sold by the Lyons agent as Alycon-GLs and performed quite well in competition. However, the car was not a success and did not sell well, so in 1923, Alcyon moved into the production of cyclecars, using 500 cc two-stroke flat-twin engines in a design bought from SIMA-Violet. Later the company manufactured another cyclecar of similar design, thought this one featured a single-cylinder engine. This proved a complete flop, and the company failed in 1928. Alcyon never sold cars again.


  1. Jump up^ Tragatsch, Erwin; Ash, Kevin (2000). The New Illustrated Encyclopedia of Motorcycles. London: Quantum Publishing. p. 119. ISBN 1-86160-342-8.
  2. Jump up^ “TT 1912 Junior TT Results”. Isle of Man TT. Retrieved 28 April 2012.
  3. Jump up^ Hammond, Laurence. “1920-1929 results”. Road Racing Questions. Retrieved 28 April 2012.

External links

1924 Alcyon Tour de france1925 Alcyon1925 Alcyon Motorrad1925 Alcyon Touriste 350 JAP1925 Alcyon1925-Alcyon-Alcyonnette3261927 Alcyon Cycles by artist Gaillard from 19271929 Alcyon de 250cc1929 Alcyon with 350 cc Zücher-motor1929 Alcyon_pub_(1)1930-alcyon-motorcycle-405321932 Alcyon 3501939masson1952 059-tour-d'algerie-alcyon-19521984 bloch-marcel-1884-france-alcyon-neuilly-seine-32319269359f36e03d0a8b76fec3f350b07f60f20080716_0001alcyon 4alcyon 4aalcyon 175ccAlcyon 250cc 15ALCYON 350 ZücherAlcyon BicycleAlcyon imageRSUAlcyon. Herdtle-BruneaualcyonAlcyon_rider2ALCYON-01alcyon10alycon1AMC_182-alcyon-bicyclettes-motocyclettes-anonymouse5047cfe96235ef57e7d57f6966073eaimages (1)imagesmichel-called-mich-liebeaux-poster-advertising-alcyon-cycles-with-the-winners-of-tour-de-france-faberR-Affiche-ALCYON

AUTOVIA Cars Ltd. England UK 1935-1938

1939 Autovia 3 Litre V8 125 HP front


1938 Autovia limousin (DVLA) first registered 23 September 1938, 3445 cc

limousine by Arthur Mulliner
registered September 1938
Manufacturer Autovia Cars Limited,
Ordnance Works, Midland Road, Foleshill, Coventry CV6 5DX
Production 1937-1938 public sales starting 1936

44 made

Designer Charles Van Eugen (1890-1980)
Body and chassis
Class Large luxury
Body style chassis
4-light sports saloon
6-light saloon
Layout Front engine rear wheel drive
Related (engine) Riley 1½-litre straight 4 and
Riley 8/90 2¼-litre 90°V8
Engine 2,849 cubic centimetres (174 cu in)
Transmission single dry-plate clutch to a 4-speed manual gearbox with synchromesh on all speeds or
automatic clutch and 4-speed preselective gearbox
divided propellor shaft, back section in a torque tube
final drive by underhung worm is housed in a banjo-type casing
Wheelbase 129 in (3,300 mm)
Length 175.5 in (4,460 mm)
or 183 in (4,600 mm)
Track 56.5 in (1,440 mm)
Width 71 in (1,800 mm)
Predecessor none
Successor none
Production 44
Combustion chamber
Configuration 90°V-8
Displacement 2,849 cubic centimetres (174 cu in)
Cylinder bore 69.5 mm (2.74 in)
Piston stroke 95.25 mm (3.750 in)
Valvetrain inclined at 90° overhead valves worked by pushrods from three camshafts
Fuel system twin Zenith downdraught carburettors with a balance pipe and hot-spot fed from a 16 gallon tank at the back, ignition by magneto with automatic advance mounted vertically towards the rear of the V
Cooling system a water pump is mounted either side of the timing case. The radiator has a fan and thermostatically controlled shutters. The sump is ribbed at the sides
Power output 99 bhp @ 4,700 rpm
Tax rating 23.8hp
Predecessor Riley 8/90 2¼-litre 90°V8
Successor none

Autovia was a short lived brand of British car from Coventry existing from 1935 to 1938 with production starting in January 1937. The venture was ambitious and even included setting up a school for chauffeurs. The cars were expensive and it was a market sector well served by other companies. 44 cars were made.

1936 autovia logo

Large luxury cars

The company was created by Riley as a subsidiary to produce large luxury cars and a new factory was built. A 2849 cc 90°V-8, triple camshaft engine was developed from a pair of 1½-litre Riley engine blocks and coupled to either a conventional four speed manual gearbox or in a few cases a pre selector unit bought from Armstrong Siddeley. Drive was to the rear wheels through a live axle with worm gear final drive.

Three body types were advertised, a Sports saloon, a Special Saloon with extra leg room at the expense of boot space and a limousine mostly built by Arthur Mulliner of Northampton who were London distributors. The car was also available as a bare chassis.

The venture failed when Riley went bankrupt. When they were taken over by the Nuffield Organisation Autovia was not resurrected.

There were thought to be eight of these cars remaining in 2008.

The limousine was considered remarkable for its width being more than its overall height yet the floors were flat and a tunnel and wells avoided at the back. “The general low set helps stability” said The Times, “the models are well equipped, as they should be for the price”.


The specially designed chassis frame permits a low overall height and low floor line.
In addition to the details in the box on the right:

  • wheels: Dunlop centre-lock wire 3.50″ x 19″ with nave plates
  • tyres: 5.5″ section on 19 inch wheels
  • suspension by semi-elliptic springs from the two rigid axles is controlled by hydraulic shock absorbers, their resistance is controlled by the driver
  • braking on all four wheels is mechanically actuated by rods with wedge operated shoes in 16 inch drums
  • steering by worm and nut
  • lubrication (of chassis items) is centralised and automatic


In a prior announcement 10 October 1936 Victor Riley revealed there would be two models available in addition to the bare chassis all with an automatic clutch, a preselective gearbox and a worm driven back axle. Prices would be:

  • chassis £685
  • five-seat saloon £975
  • limousine £995

The London distributors would be Arthur Mulliner Limited of 54 Baker Street, W[8]

The Autovia was also available as a bare chassis
1938 Autovia Front

Open two-seater
registered September 1939


  1. Jump up^ Autovia Cars —Manufacturers of and dealers in and hirers of automobiles, motor vans, and lorries, &c.
    Nominal capital, £60,000, in £1 shares.
    Company Registrations, The Times Tuesday, Dec 17, 1935; pg. 21; Issue 47249


  1. Jump up^ Sedgwick, M. (1989). A-Z of Cars of the 1930s. Devon, UK: Bay View Books. ISBN 1-870979-38-9.
  2. ^ Jump up to:a b c d e f g h i j k l m n o p q r The Times, Wednesday, Sep 22, 1937; pg. 6; Issue 47796
  3. ^ Jump up to:a b c d e f Rileyrob. “Autovia (1937-38)”. Retrieved 2 February 2014.
  4. ^ Jump up to:a b c Culshaw; Horrobin (1974). Complete Catalogue of British Cars. London: Macmillan. ISBN 0-333-16689-2.
  5. ^ Jump up to:a b c The Motor Show. The Times, Tuesday, Oct 19, 1937; pg. 10; Issue 47819
  6. Jump up^ Autovia Car Club
  7. Jump up^ Hardiman, Paul (February 2008). Duchene, Paul; Lombard, Stefan; Pickering, Jim, eds. “H&H Auctions, Duxford, UK: The Imperial War Museum”. Sports Car Market (Portland, OR USA: Automotive Investor Media Group). ISSN 1527-859X. Retrieved 2014-02-02.
  8. Jump up^ The Times, Saturday, Oct 10, 1936; pg. 6; Issue 47502

Intended as a rival to the likes of Rolls-Royce, Bentley and Alvis, Autovia Cars Ltd was founded in December 1935 with a start-up capital of £60,000. Helmed by Victor Riley of the famous car manufacturing dynasty, Charles Van Eugen and S. Gordon Marshall (the latter two acting as Chief Engineer and General Manager respectively), the new concern fielded a car which won its class at the 1936 Ramsgate Concours d’Elegance before going public during the following year’s Earls Court Motor Show. Available in bare chassis (£685), sports saloon (£975) or limousine (£995) guises, the Autovia range was powered by an advanced 2849cc OHV V8 engine boasting three camshafts, two Zenith carburettors and a Vertex Scintilla magneto. Credited with developing some 100bhp, it was allied to a choice of four-speed Armstrong Siddeley pre-selector or ZF manual transmissions and reputedly endowed the cars with a 92mph top speed. Supplied by Rubery Owen, the box-section Autovia chassis featured an underslung back axle (complete with David Brown worm final drive), Girling rod-operated drum brakes and Luvax adjustable shock absorbers. Showing signs of Bugatti influence, the front suspension utilised semi-elliptic springs whose leaves passed directly through a beam axle. Despite glowing reports in ‘The Motor’ and ‘Riley Record’ magazines praising the solidity, sure-footed handling and comfort of its products, the marque failed to make headway amid an already overcrowded marketplace. With total production thought to have accounted for just thirty-six cars, Autovia followed a beleaguered Riley into receivership on March 16th 1938.

1937 Autovia Special Saloon a1937 Autovia Special Saloon interiour a1937 Autovia Special Saloon interiour b1937 Autovia Special Saloon interiour c1937 Autovia Special Saloon interiour d1937 Autovia Special Saloon interiour1937 Autovia Special Saloon

Bodied as a four-door Sports Saloon by Arthur Mulliner of Northampton and London, ‘GHX 1’ was first road registered on May 12th 1938 (or so an accompanying buff logbook would imply). Although, the first few years of its life are a mystery, the Autovia is known to have migrated from Middlesex to Staffordshire over the last seven decades. A source of confusion to various road tax licensing offices en route – London County Council labelling it as an ‘Autoria’ (1950) while Berkshire County Council settled on ‘Austin’ (1954) – the car was reportedly supplied to both its penultimate and current keepers by garagiste Arthur Saxty of Sunningdale Motors Ltd. A previous custodian himself, Saxty is rumoured to have only let ‘GHX 1’ go a second time in order to fund the purchase of a Duesenberg. Last issued with a MOT test certificate by Chiltern Autos Ltd on May 3rd 1962, the Autovia has been in the current ownership for the last forty-four years. Carefully dry stored for much of that time, it appears to have been very well preserved. The engine which is said to have been “running perfectly well” when the Autovia was taken off the road was later stripped down and inspected.

1938 Autovia V8 Mulliner Limousine

1938 Autovia V8 Mulliner Limousine

Today, it contains clean oil and “turns easily on the starting handle” (though, the unit has not run for a long time due to concerns over the age of various seals and bearings etc). Although scruffy the black paintwork has done a good job of protecting the bodywork which seems substantially sound. While inside the beige leather upholstery, biscuit headlining and wood veneers all exude a wonderful patina. From the geometric patterns on its door cards to the delightful intricacy of its boot-hinge design, the Autovia is awash with charming details. Riding on nineteen-inch wire wheels, it sports Lucas supplied tri-bar headlights / spotlights / horns, twin Cornercroft ‘Ace’ spare wheel covers and a boot-mounted tool kit (incomplete). Displayed at the 1986 Coventry Riley Rally to celebrate Autovia’s fiftieth anniversary, the Sports Saloon has been written-up by the Riley Club and is known to the marque register. A potentially rewarding restoration project and a true Post Vintage Thoroughbred, ‘GHX 1’ is offered for sale with the aforementioned buff logbook and expired MOT certificate as well as an owner’s handbook, V5 registration document, starting handle and sundry paperwork.

PLEASE NOTE: Since the catalogue went to press we have been contacted by Gordon Thomas of the Autovia Car Club who has kindly provided the following extra information “I would like you to know that as far as I am aware this is the only Special Saloon manufactured and it was displayed on the 1937 Motor Show stand. I think all the other saloons were tagged Sports. The distinction is that the Special saloon had more legroom, a smaller boot and a different contour round the back quarter. Also it was offered for the same price as the Limousine (995) rather than the lesser saloon price of 975.

There were actually 44 cars made (I cannot tell you the split between Saloons and Limousines but I think it was heavily biased towards saloons). For a long time there was a theory that only 36 were manufactured but since I have been involved we have satisfied ourselves that there was a complete run from 63101 to 63144. The suspect empty run from 63113 to 63120 has now been populated with 4 cars (3,4,6 & 8) suggesting that there were no gaps in production. Of the production cars I can identify there were 29 saloons, 1 special saloon and 5 limousines. I have no definite record of the other 9 cars”.

– See more at:

1938 Autovia FrontSporting open two-seater

Autovia V8 4-Light Sports Saloon - EYU 482

Autovia V8 4-Light Sports Saloon – EYU 482

Autovia V8

Autovia V8



1937 Autovia V8 02

1937 Autovia V8

1936 autovia.jpg

1936 autovia

1937 Autovia Sport Saloon by Mulliner - 1 of 1 Ever Built

1937 Autovia Sport Saloon by Mulliner – 1 of 1 Ever Built

1939 Autovia 3-Litre

1939 Autovia 3-Litre

1939 Autovia Limo

1939 Autovia Limo

1936 autovia logo

That’s it !

ARNOLT 1953-1968 Cars with Bertone Carrosserie


1958 Arnolt Bristol deluxe

Stanley H. Arnolt (bekend als “Wacky Arnolt“) was een Amerikaanse zakenman. Hij is in de autowereld bekend geworden doordat hij onder eigen naam auto’s met een Bertone carrosserie op de markt bracht.

Hij verkocht in de periode 1953 tot 1968 auto’s op basis van verschillende Engelse modellen. Hij liet de auto’s ontwerpen en bouwen door Bertone in Italië. De auto’s waren vooral bestemd voor de Amerikaanse markt.

Arnolt bouwde de volgende modellen:

  • Arnolt MG op basis van de MG TD
  • Arnolt Aston op basis van de Aston Martin DB 2/4
  • Arnolt Bentley
  • Arnolt Bristol op basis van de Bristol 404

Externe links 


SH Arnolt Inc. of Chicago and Warsaw Indiana sold four different manufacturer’s cars with Bertone bodies during the period 1953 to 1968.

Stanley H. “Wacky” Arnolt was a Chicago industrialist, who began importing foreign cars in the 1950s to the United States. Though sold as American cars, the cars were true hybrids, with British mechanicals, Italian bodywork, and U.S. sales and distribution, as well as in some cases final assembly and body work. SH Arnolt Inc. was a licensed automobile manufacturer in the State of Illinois.

A fortuitous meeting with Bertone at the Turin Auto Show in 1952 resulted in four collaborative efforts between Arnolt and Bertone.


1955 Arnolt-MG

1955 Arnolt-MG

1955 Arnolt-MG a

1955 Arnolt-MG

The first was the Arnolt-MG, a four-seater Bertone-bodied car based on the MG TD chassis and XPAG 54hp engine. The Arnolt MG was designed by Giovanni Bertone, his son Nuccio, and Giovanni Michelotti. Of a planned production of 200 cars, 103 have been documented as built between 1953 and 1954 (67 coupes and 36 convertibles). Out of this total, the whereabouts of 36 are unknown and three are known to have been scrapped (as of 1993).

The initial price was $3145. In 1954, MG informed Arnolt that it could no longer supply chassis and engines due to demand for its own complete cars (as well as the replacement of the TD by the TF), so Arnolt began looking for a larger-engined car.

Arnolt Aston

An attempt to build a Bertone-bodied Aston Martin DB2/4 and sell it as an Arnolt Aston was stopped by Aston Martin after three cars were built. There were three Arnolt Astons designed by Bertone’s fresh new designer – Franco Scaglione (chassis numbers LML50/502, LML 50/505 and LML 50/507). All looked very much like Scaglione’s subsequent Arnolt Bristol, having sharply creased fender lines, and were open cars without hardtops. There were four additional Bertone Astons that were commissioned at Arnolt’s request and went through Arnolt’s hands. These four cars are sometimes mistakenly referred to as Arnolt Astons, but are not. These were 3 roadsters and 1 coupe. All of the seven Arnolt Astons still exist. One article refers to a possible eighth car, perhaps destroyed in the Chicago fire at Arnolt’s factory. The cars were fitted with Aston’s 125 hp, 2580 cc engine.

I owned LML 762, the last Arnolt Aston Martin manufactured, for 14 years, 1974 – 1988. Contrary to what is written above it was a TRUE Arnolt Aston Martin. In fact, it was the ONLY car of the 7 or 8 that had an Arnolt Aston Martin Badge. Any of the other cars that had a badge was identified only as an Arnolt. The Arnolt Aston Martin badge has since been copied and can be found on LML 504. The cars were not manufactured in chassis sequence number. The FIRST car built was LML 504, NOT any of the Arnolt-Bristol lookalikes, 502, 505 or 507. The Aston Martin Owner’s registry showed that 8 chassis were delivered to Bertone. It was my article that suggested that 8 cars in total were manufactured; this was confirmed by employees at Arnolt’s factory in Warsaw Indiana. Finally, while 502, 505 and 507 were originally fitted with the 2.5 liter engine, all were converted to the more powerful 3 liter engine before being sold. I personally inspected three of the other cars, LML 504, 506 and 765, and had extensive correspondence with the owner of 505.

1953 Arnolt's Bentley R-Type Continental by Bertone

Arnolt’s Bentley

Arnolt Bentley

Arnolt also had Bertone design and build a Bentley, which resembles a larger version of the Arnolt MG coupe because it was also penned by Giovanni Michelotti who was working for Bertone at the time. This car was commissioned for SH Arnolt as a personal car. Bertone built the body on a 1953 R Type Continental chassis. The car was fitted with monogrammed flasks and glasses, and a special cosmetics compartment for Mrs. Arnolt. The car was originally painted gold and fitted with tan hides.

Arnolt Bristol

1954 Arnolt-Bristol

1954 Arnolt-Bristol

Arnolt then negotiated with Bristol Cars Ltd in the UK for the purchase of 200 of their 404 series chassis and 1971 cc, six-cylinder 130 hp engines. According to an article by Wouter Melissen Arnolt needed to find a new chassis source to meet his obligation to Bertone, in whom he had invested heavily, after MG proved unable to fill the original order for 200 cars. The chassis Bristol supplied were sent to Carrozzeria Bertone where they received a highly aerodynamic body with a flowing design that allowed the minimal hood height to clear the cars’ three single barrel Solex 32 carburetors. The bodies were designed by Bertone’s new designer/aerodynamicist, Franco Scaglione (soon to be famous as the designer of the

1955 Alfa Romeo BAT 9

Alfa Romeo B.A.T. concept cars). The very tall Bristol engine created problems for designing a sleek-looking sports car. Franco Scaglione handled these with particular genius – first by incorporating a hood scoop to lower the surrounding sheet metal, and then by incorporating sharply creased fender lines out over the wheels to draw the eye’s attention away from the unusually tall peak in the hood. A few design changes were requested by SH Arnolt.

Arnolt created a racing team for the Sebring 12-hour race, and in 1955, at their first attempt, the special lightweight cars finished first, second and fourth in the Sports 2000 class. The following year they took second and third in class. In 1957 the team withdrew after Bob Goldich’s fatal accident on the first lap of his first stint in the car co-driven by Wacky Arnolt, while a privately entered Arnolt Bristol finished fifth in class. 1960 brought a final class win, the team placing 14th, 22d and 39th overall.

Technoclassica 2005 in Essen
Arnolt Bristol deluxe, gesehen bei der Technoclassica in Essen 2005. Der 1958 in Stahlblech-Leichtbauweise auf einem Bristol 404-Chassis gebaute Roadster ist von Bertone entworfen. 6 Zylinder, 3 Vergaser, 1971 cm³ Hubraum, 4 Gänge. Von den 142 gebauten Fahrzeugen sollen noch ~ 60 existieren, dieses wurde für 115.000 € angeboten

Arnolt Bristol deluxe (1958)

The cars were available in four body styles: competition—a stripped road racer; bolide—a slightly better-appointed road racer; deluxe—a better-appointed version of the bolide (side windows and convertible top, instruments mounted in a housing in front of the driver, glove box set in the dash); and coupé, with pop-up headlights. At least one open car was subsequently fitted with a removable hardtop by S.H. Arnolt. Prices as per a 1956 factory letter were $3995 for the competition model, $4245 for the bolide, $4995 for the deluxe and $5995 for the coupe.

Factory options for the Arnolt Bristols included a front sway bar, remote shifter, 11-inch Alfin drum brakes, convertible top, bumpers, Borrani KO steel wheels (nine sets were sold, and one car was sold with Borrani wire wheels) and several different rear end gear ratios. A special racing fuel tank was installed in some of the race cars but was never offered for sale to the public. Late in 1959 and 60, the 12-inch bell-shaped Bristol drum setup was offered, and in 1961 Bristol front disc brakes were offered to retro fit to the Arnolt Bristol. The majority of the cars had steel bodies, with aluminum trunk and hood.

The cars came with an owner’s manual, spares manual and shop workbook, as well as a spare wheel and tire and complete tool kit. Additional items such as Arnolt key fobs, neck ties, ice buckets and Arnolt logo head scarves were available from the company. A wide variety of promotional literature, including brochures and postcards, was also produced.

All of the cars were originally sold with Bristol BS1 MkII six-cylinder engines; some have subsequently been fitted with other engines.

All Arnolt Bristols were built between January 14, 1953 and December 12, 1959. The majority were built in 1954 and 1959. A total of 142 cars were produced, of which 12 were written off after a factory fire. The fire-damaged cars were used as a source of spares by Arnolt in later years. The total production included six coupes, and two aluminum alloy-bodied cars. One of the cars was originally right hand drive: the rest were all left hand drive. One of the cars never received a body, and was used as a rolling chassis for auto shows. This chassis is still in the possession of the Arnolt family.

Approximately 85 of the cars are still known to be extant, in conditions that vary from needing complete restoration to concours quality.

Despite the racing successes, the cars did not sell well.

Some of the cars did not sell until after 1960, and the last car to be sold, fitted with four headlights, remained unsold until 1968.

Common Misconceptions

A number of published sources have contained errors on the production numbers of the Arnolt Bristol. In part, this may be because some authors production or sales figures have been compared to existing copies of the SH Arnolt sales ledger. It is important to note that this ledger only records sales of the cars in the United States. As a result, European sales were not included. One result is that several sources claim only three coupes were built, when there were in fact six: one was sold in France and the other two in Spain (the chassis numbers of all of which are recorded in the Bristol Owner’s Club registry.) At the Paris Auto Show in 1955, an up-and-coming actor, Lee Marvin, saw the Arnolt Bristol coupe and purchased it. In later years, Marvin would win the Oscar for Best Actor, and after his death, his ultra-rare Arnolt Bristol Coupe (the only Arnolt ever built with the coved front fenders that would inspire the Corvette designers) sold at auction for $451,000.

A second misconception is that the cars were originally fitted with any engines other than the Bristol six-cylinder. All Arnolt Bristols were originally sold with the Bristol engine, and SH Arnolt did not fit any of the 283 Corvette engines some sources claim were sold by the factory. In later years, because of the spacious engine compartment, a variety of engines have been fitted to individual cars, including Chevrolet 283, 351 and 454 engines, and the Pontiac 389.

A third misconception is that SH Arnolt built the cars. The Arnolt Bristol was built in Filton as a powered chassis; the body was fitted by Bertone in Italy, and only final assembly, fitting of options, prep work and (occasionally) paint and upholstery changes were done in Warsaw, Indiana.



1956 Arnolt-Bristol Coupe

ATLAS Coccinelle France

1951 Atlas “Babycar”

1951 Atlas babycar Paris
1951 Atlas Babycar

The delightfully styled “Atlas” was one of a large number of vehicles that were produced in France after World War II. Marketed in France only, these cars were outside of mainstream European car production.

The car was introduced as the “Coccinelle” (Ladybird) at the “Paris Salon” in 1949. Afterwards called “Atlas Babycar”, it was the product of the Societe Industrielle de Livry, with bodywork by Duriez in Paris. The same company also produced the Kover (a cheaper small roadster) and the stark Le Piaf (closely resembling the Biscooter), all of them using the same chassis.

The pretty roadster body underwent several changes, such as windshield shape, grille casting, headlamp height, and the addition of doors. The chassis was complex and well engineered, with independent suspension all around. The four-speed gearbox fed into a separate secondary box, which included reverse, driving the left rear wheel.

The prototype was built in 1949, with the well-known 170cc AMC motor, making 8.5 horsepower. An Ilo 250cc engine and an electric starter were considered for its primarily female customers.

This is one of the only two examples known to exist. MICRO CAR Museum

Atlas Babycar

Manufacturer: Societe Industrielle de Livry and Duriez, Paris France

1951 Atlas babycar Paris a

Société Industrielle de Livry) (SIL) – (1.949 – 1.952)

Model: “Babycar” Motor: AMC 4-stroke Body : Steel
Years Built: 1950 – 1952 No. Cylinders: 1 Chassis: Tube
No. Produced: N/A Displacement: 170 cc Suspension Front: Coil
No. Surviving: 2 Horsepower: 8.5 Suspension Rear: Leaf
Length: 2770 mm Gearbox: 4 + rev Steering: Rack
Width: 1240 mm Starter: Pull Start Brakes: Cable
Weight: 270 kg Electrics: 6 v 4 Wheels: 270 x 90
Interior: Bench Ignition: Coil Top Speed: 60 kph

ANSALDO Italian Car 1921-1931

Ansaldo (car)

ANSALDO radiator emblem badge stemma

 Not to be confused with the Ansaldi car manufactured in Milan in 1904, and which was sold as the Fiat Brevetti after 1905.

1924 Ansaldo

1924 Ansaldo

The Ansaldo was an Italian automobile manufactured by the armaments concern Gio. Ansaldo & C. from 1921 to 1931. The company entered car manufacture with an OHC 1,847 cc (112.7 cu in) inline-four engine model which could develop 36 bhp (27 kW) at 3600 rpm. A sports version with 1,981 cc (120.9 cu in) engine was offered, as was a six-cylinder version of 1991 cc; later six-cylinders were offered with engines of 2179 cc.

Ansaldo logo

Among the company’s last cars was an OHVstraight-8 of 3,532 cc (215.5 cu in). Ansaldos were generally of good quality and modern design, and competed in many races. When Wikov began manufacture in Czechoslovakia in 1928, they built the 1,453 cc (88.7 cu in) Ansaldo Tipo 10.

1922 Ansaldo 4B

1922 Ansaldo 4B

1922 Ansaldo-mwb

1922 Ansaldo-mwb


1923 Ansaldo 6AN Dual-Cowl Torpedo Tourer

1923 Ansaldo 6AN Dual-Cowl Torpedo Tourer



1924 Ansaldo 4-CS

1924 Ansaldo 4-CS

Ansaldo 2hand

1924 ansali Ferrari F.I.A.T. (in main directory) Isotta-Fraschini

1924 ansali Ferrari F.I.A.T. (in main directory) Isotta-Fraschini


1926 Ansaldo 10
1927 Ansaldo C10 Spider
1927 Ansaldo C10 Spider
ANSALDO radiator emblem badge stemma
1928 Ansaldo Tipo 14 Sports
1928 Ansaldo Tipo 14 Sports
1929 Ansaldo Tipo 22
1929 Ansaldo Tipo 22
ansaldo (1)
Ansaldo download
Ansaldo superbe
Ansaldo 2
Ansaldo red

Ansaldo Typo 3



ANSALDO radiator emblem badge stemma




Ansaldo logo




Emblem Ansaldo

Now al pictures from Ansaldo Military equipment

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SAMIL Trucks (South African MILitary)

2005 samag firetruck dk

SAMIL Trucks

SAMIL logo

SAMIL Trucks (South African MILitary) are the standard logistical transport vehicles of the South African National Defence Force, re-manufactured by Truck-Makers in Rosslyn, Pretoria, Drakensberg Truck Manufacturers in Wallmannsthal, N1 Trucks in Wallmansthal and Transvaal Motors in Boksburg. The civilian versions of these trucks are called SAMAG (South African MAGirus). Production of these vehicles ended in 1998.

These trucks all have a high strength chassis, making them capable of handling severe off-road conditions and thus an ideal vehicle for the South African Army.

In recent years, reconditioned and re-manufactured ex-military SAMIL trucks have also been made available to the private sector and vehicles have been sold to mining groups, exploration companies, contractors, farmers and many other organisations in fields such as tourism and forestry.


Essentially upgraded versions of Magirus Deutz diesel-engined trucks, the range includes the following vehicles:


Rhino mine-protected APC at Air Force Base Swartkop.

 Rhino mine-protected APC at Air Force Base Swartkop.

1978 SAMIL-20 Mk-I, 4x4 a

1978 SAMIL-20 Mk-I, 4x4
1978 SAMIL-20 Mk-I, 4×4

The SAMIL 20 is an upgraded Magirus Deutz 130M7FAL 4×4 2-ton (load) truck.

The initial SAMIL 20 Mark I model was air-cooled, but the later SAMIL 20 Mark II was fitted with a lighter South African-manufactured water-cooled Atlantis Diesel Engines (ADE) motor because of sanctions-era restrictions imposed by United Nations Security Council Resolution 418. It also had a lighter fuel tank and a modified transmission.

The Bulldog and Rhino Buffel variants are based on the SAMIL 20.


1980 SANDF Samil 50

 SANDF Samil 50
1979 SAMIL-50 Mk-I, 4x4
1979 SAMIL-50 Mk-I, 4×4
1986 SAMIL-50 Mk-II partially armoured evacuation vehicle, 4x4
1986 SAMIL-50 Mk-II partially armoured evacuation vehicle, 4×4

The SAMIL 50 is an upgraded Magirus Deutz 192D12AL 4×4 5-ton (load) truck. Classified as a medium truck, it has a canvas cover over a steel framework around the cargo area; seats for up to 40 passengers may be installed along the sides or down the center, back to back. Variants include a communications vehicle, battery-charging vehicle, welding shop, tanker, field kitchen, mobile personnel shower and container transporter.

As with the SAMIL 20, the initial SAMIL 50 Mark I model was air-cooled, but the later SAMIL 50 Mark II was fitted with a lighter water-cooled ADE motor, a lighter fuel tank and a modified transmission. The Mark II has the same range of variants as the Mark I.


1983 SAMIL-100 Truckmaster, 6x6

1983 SAMIL-100 Truckmaster, 6×6

1984 SAMIL 100 carrying a Vulture UAV.

 SAMIL 100 carrying a Vulture UAV.

1978 SAMIL-20 Mk-I, 4x4 a 1978 SAMIL-20 Mk-I, 4x4 1979 SAMIL-50 Mk-I, 4x4 1980 SANDF Samil 50 1983 SAMIL-20 Mk-I Bulldog, 4x4 1983 SAMIL-100 Truckmaster, 6x6 1984 SAMIL 100 carrying a Vulture UAV. 1984 SAMIL 100 carrying 1985 SAMIL-100 artillery tractor, 6x6 1986 SAMIL-50 Mk-II partially armoured evacuation vehicle, 4x4 1992 Samag 120 6X6 1995 Samag 120 Dropside with Crane 1995 Samil 20 Game Viewer 1995 Samil 20 Loadbody 2005 samag pe 2 dc 2005 samag pe 3 sec fboghd SA Navy Samil 20 Firetruck SAMAG 70 4x2 Samag 120 Green Samag 120- Truck truck samag firetruck dk SAMAG Logo SAMAG PE Truck SAMAG staat voor South Africa Magirus Samag Turbo Star SAMAG-120-1 samag-logo Samil 20 Kwevoel samil 20 l3 Samil 20 Mk1 Light General Repair (LAD) Samil 20 truck-mounted ambulances for South African Medical Health Services SAMIL 20-3 samil 20-bw samil 20-ott Samil 50 'Oupa Mike' - DK samil 50-02 Recovery Vehicle samil 50bwt samil 50ott Samil 100 6x6 samil 100 d

Samil 100 Kwevoel Armoured Truck
Samil 100 Kwevoel Armoured Truck

samil 100a SAMIL logo Samil mounted ambulance for the SA Military Health Service. Samil ott-hunter1 Samil ott-hunter2 Samil ott-hunter-pat Samil Rhino mine-protected APC at Air Force Base Swartkop. Samil Tow-truck - JD SAMIL ZKT792 samil-logo samil-truck

That’s it.

SPYKER Automotive and Aviation 1880-1926 + SPYKER CARS Automotive 1999 till now The Netherlands

Spijker logo


Industry Automotive
Fate Defunct
Founded 1880
Defunct 1926
Headquarters Netherlands
Key people
Jacobus and Hendrik-Jan Spijker, founders
Products hand-built coaches, carriages, cars and airplanes

Spyker or Spijker was a Dutch car manufacturer, started in 1880 by coachbuilders Jacobus and Hendrik-Jan Spijker, but to be able to market the brand better in foreign countries, in 1903 the ‘ij‘ was changed into ‘y’. They were originally based in Hilversum but in 1898 moved to Trompenburg, Amsterdam.


In 1898 Spyker manufactured the “Golden Coach“, still in use by the Dutch monarchy today.

In 1899 they started building automobiles and in 1900 put their first models on display, two-cylinder 3 hp and 5 hp similar to the Benz. Four-cylinder models were introduced in 1903, along with the six-cylinder Spyker 60 HP, a racer with the world’s first ever four-wheel drive car with a single engine and four-wheel brakes. An engine with six cylinders was also a world’s first.

The 1905 cars featured a round radiator grille which became a feature of many of the pre war cars. In 1913 the company was having financial problems again and in 1915 was taken over by new owners and renamed Nederlandsche Automobiel en Vliegtuigfabriek Trompenburg (Dutch Car and Aircraft company). Under the new owners, the previous complex model range was simplified and a new car, the 13/30 C1, introduced; sales were disappointing. In 1907, an 18 hp model successfully competed in the Peking to Paris race.

Hendrik-Jan Spijker died in 1907 when the ferry he was on when returning from England sank, and this loss led to the bankruptcy of the original company. A group of investors bought the company and restarted production, but Jacobus Spijker was no longer involved.

Before Hendrik-Jan Spijker’s death, he and his brother had developed a special relationship with Dutch electrical pioneer Rento Hofstede Crull. The Spijker brothers had known Hofstede Crull already when he was a young man racing on the velocipede circuits in the Netherlands and in Germany while he was an engineering student first in Mittweida and later in Hannover at the Technische Hochschule in the 1880s. Hofstede Crull had already owned his first automobile in the 1890s. In the first decade, he had accumulated a collection of automobiles which included a number of the Spijker racing models. He housed the collection in one of the wings of the NV Heemaf, one of the companies he had founded. Although this was all a hobby for him initially, he began assembling Spijkers at Heemaf with the approval of the Spijker brothers and subsequently with that of those who had taken over SPIJKER. He provided them with improvements on the automobiles. Heemaf’s board of directors complained that Hofstede Crull was using a part of the factory as his personal garage and auto park. To circumvent the criticism, he established the Spijker Automobiel Verhuur Maatschappij which along with Amsterdam’s Trompenburg Bedrijf became the first auto rental companies in the Netherlands. One of his other companies was the American Refined Motor Company which helped improve mechanical motor parts. This all stemmed from an automobile accident that he, Hofstede Crull, and his chauffeur, a man named Poorthuis, had in 1909 when he subsequently discovered a defect in the Spijker’s steering mechanism which he improved.

During World War I, in which the Netherlands were neutral, they manufactured aeroplanes and aircraft engines.

In 1922 the company went bankrupt again and was acquired by Spyker’s distributor in Britain who renamed the company Spyker Automobielfabriek. Production continued and prices dropped but the company continued to decline. Final production was of the C2 two-ton truck and the C4 car which lasted until 1926 when funds finally ran out.

It is estimated total Spyker car production was at most 2000 cars.

In 1999, a new company, Spyker Cars was founded, unrelated to the original company but for the brand name.

Car models

1903 Spijker rouph

 Spyker 60 HP (1903)

1903 Spyker 60 HP c

 Spyker 60 HP (1903)

Spyker C2 bus

 Spyker C2 truck/Bus

1905 Spyker 12-16-hp Double Phaeton

 The 1905 Spyker 12/16-HP Double Phæton that was used as Ambrose Claverhouse’s car in the film Genevieve. As of 2012 this car is held in the Louwman Museum in the Netherlands. A still from the film can be seen in the background
Vehicle Year Details
Spijker 3 hp 1900–1902 2-cylinder
Spijker 5 hp 1900-1900
Spijker 5 hp 1900-1900 boxer engine
Spijker 6 hp 1902-1902 water-cooled engine.
Spijker 10/12 1903-1903 2-cylinder
Spyker 20/24 1903–1904 4-cylinder
Spijker 36/50 1903-1903 6-cylinder 5,073 cc (309.6 cu in)
Spyker 60/80 1903–1907 6-cylinder 8,821 cc (538.3 cu in)
Spyker 16/20 1903–1907 4-cylinder
Spyker 30/36 1903–1907
Spyker 14/18 1904–1907 4-cylinder 2,544 cc (155.2 cu in)
Spyker 20/28 1904–1907 4-cylinder
Spyker 25/36 1904–1905 4-cylinder 7,964 cc (486.0 cu in). Fourwheel drive option.
Spyker 32/40 1904–1905 4-cylinder. Fourwheel drive option.
Spyker 15/22 1905–1907 4-cylinder 3,456 cc (210.9 cu in).
Spyker 10/15 1907-1907 4-cylinder.
Spyker 15/22 1907-1907 4-cylinder 2,799 cc (170.8 cu in).
Spyker 20/30 1907-1907 4-cylinder 4,562 cc (278.4 cu in).
Spyker 30/42 1907-1907 4-cylinder 6,902 cc (421.2 cu in).
Spyker 40/80 1907-1907 4-cylinder 10,603 cc (647.0 cu in).
Spyker 15/22 1907–1910 4-cylinder 2,799 cc (170.8 cu in).
Spyker 60/80 1909-1909 4-cylinder.
Spyker 10/15 1910–1912 4-cylinder. Delivery van.
Spyker 15/25 1910–1912 4-cylinder. Delivery van.
Spyker 12 1910–1914 4-cylinder.
Spyker 16 1910–1912 4-cylinder.
Spyker 18 1910–1912 4-cylinder.
Spyker 25 1910–1912 4-cylinder. 4,589 cc (280.0 cu in).
Spyker 25/30 1911–1912 6-cylinder.
Spyker 20 1912–1916 4-cylinder. 3,435 cc (209.6 cu in).
Spyker 30 1912–1916 4-cylinder. 6,082 cc (371.1 cu in).
Spyker 40 1912–1916 6-cylinder. 7,238 cc (441.7 cu in).
Spyker 14 1913–1916 4-cylinder.
Spyker 12 1914–1916 4-cylinder. 1,795 cc (109.5 cu in).
Spyker 13/30 C1 1916–1921 4-cylinder. 3,560 cc (217 cu in).
Spyker 14/34 C1 1920–1921 4-cylinder. 3,562 cc (217.4 cu in).
Spyker C2 1916–1926 4-cylinder. 4,607 cc (281.1 cu in). Two ton truck.
Spyker 30/40 C4 1920–1926 6-cylinder Maybach engine. 5,742 cc (350.4 cu in).


1916.Spyker.V1 Spijker V.1 in its early form with curved undercarriage front legs and no cut-out in the upper wing Spyker Trompenburg (Spijker) V.2 op Waalhaven. two Spyker Trompenburg V left rear Spyker V.1 airplane Spyker Vliegtuigen Spykers V2's Spyker-Trompenburg V.2 prototype Spyker-Trompenburg V.2-V.4 SpykerTrompenburg V4-p spyker-v.2-trompenburg-jones Spyker-V2 lr

Spyker on stamps and in film

Both Spyker brand automobiles appear on Dutch postage stamps (first day of issue: May 10, 2004).

The car driven by Kenneth More in the 1953 film Genevieve, about the London to Brighton Veteran Car Run, is a 1904 Spyker 12/16-HP.

Voluntary financial restructuring of the company

Spyker filed a voluntary petition on December 2, 2014 for financial restructuring in an effort to address certain short-term operational and liquidity challenges. The company stated that the District Court of Midden-Nederland in Lelystad, the Netherlands (the “Court”) granted Spyker’s voluntary petition for temporary moratorium of payment (“surseance van betaling”), the Dutch equivalent of the American Chapter 11 proceedings, and has appointed an administrator who, together with the Board of Management, bears final responsibility for management of the company as long as the moratorium of payment status is in force. The Court’s ruling to grant a temporary moratorium of payment protects the Company from its creditors throughout the duration of the moratorium. The Company’s wholly owned subsidiary Spyker Events & Branding B.V. entered temporary moratorium of payment a month ago.

Spyker Cars

Spyker Cars
Industry Automotive
Founded 1999
Founder Maarten de Bruijn
Victor Muller
Headquarters ZeewoldeNetherlands
Key people
Peter van Erp, COO
Products Sports cars
Revenue Decrease €6.1 million (2012)
Decrease (€13.8 million)(2012)
Profit Increase (€114 million) (2012)
Total assets Decrease €0.1 million (2012)
Number of employees
37 (FTE, average 2012)
Parent Spyker N.V. (1999 – present)

Spyker Cars (/ˈspkər/, Dutch pronunciation: [ˈspɛi̯kər]) is a Dutch sports car marque. The modern Spyker Cars holds the legal rights to the brand name. The company’s motto is “Nulla tenaci invia est via“, which is Latin for “For the tenacious, no road is impassable”.[2] The marque’s logo displays the rotary engine of an airplane, a reference to the historic Spyker company which manufactured aircraft. In an attempt to save Spyker from bankruptcy, Swedish Automobile in September 2011, announced the immediate sale of Spyker to American private equity and hedge fund North Street Capital for 32 million (US$41 million). On December 18, 2014, Spyker confirmed that it deliberately had gone bankrupt, hoping to restructure its finances and getting back on its feet. However, the bankruptcy declaration was reverted early 2015 and the company announced to continue with the production of sports cars.


Spyker Silvestris V8

The earlier Spyker Silvestris V8

1999 Spyker Silvestris V8 prototype a1999 Spyker Silvestris V8 prototype

The reborn company was founded by Victor Muller and Maarten de Bruijn in 1999, and since 2000, Spyker has been building exclusive sports cars like the C8 Spyder and the C8 Laviolette (with its elegant glass roof). Spyker’s history of producing aero engines is reflected in details in these new cars as well as in the logo. Before building the C8, de Bruijn had been building small numbers of the Spyker Silvestris, which in many ways foreshadows Spyker’s later cars.

The C8 Laviolette and C8 Spyder have a 4172 cc Audi V8 engine delivering 400 bhp (298 kW; 406 PS), acceleration 0–60 mph in 4.5 seconds and a top speed of 300 km/h (190 mph). On July 14, 2005, it was announced that the C8 was approved for sale on the United States market.

Spyker C8 at Salon Prive, London, England.

 A Spyker C8 at Salon Prive, London, England.

Between 2002 and 2006, Spyker built the C8 Double 12 S, which was available from the factory with 5 different levels of performance called Stage I (400 h.p.) through Stage V (620 h.p.), depending on the customer’s need for performance.

Between 2003 and 2007, Spyker built the C8 Spyder T, with the Twin turbo being developed in conjunction with Cosworth from England. These engines were capable of 525 h.p. and acceleration times of 4.0 seconds.

In 2005, the head designer and founder, Maarten de Bruijn, left the company, and founded Silvestris Aquamotive which builds aluminum space frame speed boats.

In 2006, Spyker built the C12 La Turbie with an V12 engine capable of 500 horsepower and acceleration from 0–60 mph in less than 4 seconds.

In September 2006, Spyker bought out the Midland F1 team. The team competed in the final 3 races of the 2006 season as Spyker MF1. In the 2007, the team competed as Spyker F1 using engines supplied by Ferrari. Driver Adrian Sutil was paired with Christijan Albers until the European Grand Prix where the latter was replaced by reserve driver Markus Winkelhock; the team then signed Sakon Yamamoto to fill in the slot for the rest of the year. The team itself had minimal success, suffering from multiple retirements (including double retirements in Malaysia, Canada and Brazil) before Sutil scored the team’s first and only point in Japan. At the end of the season, the team was sold to a consortium named “Orange India” led by Vijay Mallya and was subsequently renamed as Force India.

On May 27, 2004, Spyker Cars listed on the Euronext Amsterdam Stock Exchange at €15.50, falling to a low of €8.28 in April 2005. The stock rebounded sharply in early 2006 to over €22 per share. Early in 2007 the stock showed a sharp decline to levels beneath €13 because of financing issues. As a result, several stock issues were announced to big investors. Notably, all shares have been sold at higher prices than the market price at the moment of announcement. On November 13, 2005, Spyker Cars and Mubadala Development Company, a principal investment company wholly owned by the government of the United Arab Emirates, announced their strategic alliance, with Mubadala acquiring 17% of Spyker. Mubadala has a strong relationship with sports cars, also controlling 5% of Ferrari.

In 2007, Spyker, in collaboration with the Italian car-design firm Zagato, produced the C12 Zagato, based on the C12 La Turbie, but with more appealing body work, faster speeds, and the Zagato trademark roof bubbles. This is perhaps the more exclusive Spyker car to date.

In November 2009, Spyker announced that it would be moving production from Zeewolde to Whitley, Coventry, where assembly would be done in partnership with CPP Manufacturing. UK production began in February 2010. Due to the bankruptcy of SAAB and a falling out with business partners, the production was not moved to the UK. Spyker cars attempts, since 2012, to restart production in the Netherlands.

Ownership of Saab Automobile

On 26 January 2010, General Motors (GM) confirmed that Spyker and GM had come to an agreement allowing Spyker to purchase Saab Automobile, subject to regulatory and government approval; the sale was completed on February 23, 2010. General Motors will continue to supply Saab with engines, transmissions and also completed vehicles in the shape of the new Saab 9-4x from GM’s Mexican factory. The deal includes a loan from the European Investment Bank, guaranteed by the Swedish government. It comprises US$74m in cash up front, payable to GM by July 2010, and shares in Spyker to the tune of US$320m.

On February 23, 2010, Spyker Cars closed the deal to buy Saab Automobile from General Motors. Spyker and Saab operate under the parent company Swedish Automobile, named Spyker Cars N.V.

Saab Automobile quickly ran out of money and Spyker was unable to fund the losses. The companies stopped paying their bills early 2011. On March 30, 2011, production was halted at Saab Automobile, because suppliers refused to deliver without payment.

Spyker CEO Victor Muller made several attempts at acquiring funding. A joint venture with Chinese company Hawtai was announced on May 3, 2011, only to fall apart a week later. Shortly afterwards joint ventures with Chinese car maker Youngman, and Chinese car-dealership chain Pang Da were announced. Negotiations ended with Spyker attempting to sell all of the shares in Saab Automobile to the Chinese companies on October 28, 2011, for 100 million euros. This transaction did not have the approval of former Saab-owner General Motors, who refused to supply technological licenses to Youngman and Pang Da. The proposed deal fell apart. Spyker CEO Victor Muller applied for the bankruptcy of Saab Automobile on December 19, 2011.

On 16 April 2012, a meeting on Saab’s bankruptcy was held at the District Court of Vänersborg. The official receivers in charge of the Saab liquidation valued the assets at US$500m and the debt at US$2,000m. After subtracting the value of the assets, Saab leaves a debt of US$1,500m.

Proposed sales and eventual sale of Saab

In February 2011, it was announced that Swedish Automobile, the Dutch owner of Saab Automobile, agreed to sell its sports-car unit to Vladimir Antonov. Antonov, a former Spyker chairman and shareholder, was expected to pay 15 million euros (US$21 million) for the company. However, in March 2011, the deal fell through, with Spyker’s manufacturing partner CPP Manufacturing placing a bid, but this deal fell through later that month.

In September 2011, it was announced that Swedish Automobile would sell Spyker Cars, in an all-cash offer to an American private equity and hedge fund North Street Capital, for €32 million (US$41 million). In January 2012, Swedish Automobile again offered Spyker cars up for sale, but this sale did not actually occur.

Saab was eventually sold in June 2012 to a Chinese-Swedish investment group called National Electric Vehicle Sweden (NEVS).

In August 2012, Spyker announced that Youngman Ltd. acquired a 29.9% stake in its parent company Spyker N.V. for €10 million (US$12.5 million).

Spyker after Saab

In March 2013, the B6 Venator was unveiled at the Geneva Motor Show, the B6 Venator was noted as Spyker’s first concept car in nearly four years.

On September 16, 2013, Spyker Cars’ parent Spyker N.V. lost its listing on Euronext Amsterdam after failing to undergo a restructuring agreement.

On November 5, 2014, the Dutch Court “Midden Nederland” ordered Spyker to leave, within seven days, the factory they rented and to pay 152.000 euro in overdue rent. The claim was made by Jacques Walch, the owner of the factory rented by Spyker. Despite this, CEO Victor Muller insisted the company would be able to pay its bills “in a matter of days.”

On 2 December 2014 Spyker NV was granted a moratorium of payment (financial restructuring) by the Dutch court “Midden Nederland”. Spyker needed protection from creditors for its liquidity problems. Victor R. Muller, Spyker founder and chief executive, said “Over the past few years, Spyker has faced a number of serious difficulties and challenges resulting from, among others, the legacy of the F1 era and the acquisition of Saab Automobile AB,”.

On 18 December 2014 Spyker NV was declared bankrupt by the Dutch court “Midden Nederland”. Victor R. Muller, Spyker’s founder and chief executive, said “In 2000 our objective was to found a global sports car manufacturer, and we did just that. During this time we deployed several challenging activities. These have affected the company, and contributed to our decline,”. Spyker appealed the bankruptcy declaration, and on 29 January 2015, the court reversed the declaration. This meant that Spyker NV was protected from creditors, while solving its financial difficulties. This allowed Muller to pursue plans to merge Spyker with an unnamed “US based manufacturer of high performance electric aircraft.” This proposed merger partner was eventually discovered to be a company called Volta Volare. On May 13 of that year, Spyker NV closed a deal with the creditors. Spyker owed 44 million euro and agreed to pay 12.000 euro per creditor. The curator of Saab GB was the largest creditor; it claimed 24,9 million euro. Saab GB agreed to receive a payment of 61.000 euro. A following attempt by the Latvian bank Lizings to claim more money, was declined by the court.

On July 29, 2015, Spyker exited moratorium of payment (restructuring), and resumed business operations.


Spyker C8 Aileron

 Spyker C8 Aileron

Spyker had two production-ready cars (as of the 2013 model year):

Spyker C8

The C8 Spyder was the original base model with an Audi 4.2 litre V8 engine. Since the start of its production in 2000, twelve different variants have been sold. Most recently, a long wheelbase version was presented at the 2008 Geneva Motor Show, called the C8 Aileron. A year later, a convertible version was presented.

Spyker D12/D8

In 2006, the Spyker D12 Peking-to-Paris high-performance SUV, was announced at the Geneva Motor Show.

But the mass-production, which was slated for a mid-2008 production, was delayed and the V12 engine from the concept car has been changed to an Volkswagen W12 engine at around 500 bhp (373 kW; 507 PS). Its name was then changed to the D8.

Spyker hoped that the assistance of Saab, which they now own, would help the D8 reach production. According to Muller in April 2011, the D8 should have started production in early 2013, with a price tag of £186,000. However, in March 2013, production was secluded for 2016, with a production prototype due by 2014.

Spyker C12

Spyker’s older model, the C12 is a luxury sports car, and has two variants:

Spyker E8/E12

Spyker shareholders and CEO, Victor Muller hinted at a Maserati Quattroporte, Porsche Panamera rival with an eight-cylinder (the E8) or a twelve-cylinder (the E12) engine but due to problems getting the D8 into production, the idea was ignored until 2009 when Muller has said he “believes now could be the time to resurrect the saloon.”  Muller believes it will take about four years from the time that the E8/E12 is revealed to actual production.


Spyker’s all-time high was achieved in 2006, with 94 cars sold, about 290 cars were sold between 2000-2010.

Voluntary financial restructuring of the company

Spyker filed a voluntary petition on December 2, 2014 for financial restructuring in an effort to address certain short-term operational and liquidity challenges. The company stated that the District Court of Midden-Nederland in Lelystad, the Netherlands (the “Court”) granted Spyker’s voluntary petition for temporary moratorium of payment (“surseance van betaling”), the Dutch equivalent of the American Chapter 11 proceedings, and has appointed an administrator who, together with the Board of Management, bears final responsibility for management of the company as long as the moratorium of payment status is in force. The Court’s ruling to grant a temporary moratorium of payment protects the Company from its creditors throughout the duration of the moratorium. The Company’s wholly owned subsidiary Spyker Events & Branding B.V. entered temporary moratorium of payment a month ago.

Calendar Year Total Sales
2000 1
2001 2
2002 3
2003 12
2004 31
2005 48
2006 94
2007 26
2008 43
2009 36
2010 “Pending”
2011 12
2012 2
2013 0
2014 0


Spyker lost substantially since 2007. This table summarizes the key figures of Spyker Cars from 2007 to 2012. The figures originate from the Spyker Annual Report 2011 and 2012.

in millions
Year Turnover Company-
Capital Stock
per year end
Number employees
in FTE (x 1)
2007 €5,1 € -29,7 € -71,3 €25,6 9,7 166
2008 €7,9 € -21,8 € -24,8 €24,9 15,6 132
2009 €6,8 € -19,2 € -22,9 €2,6 15,9 131
2010 €3,3 € -64,1 € -218,3 € -206,5 17,5 55
2011 €1,5 € -13,8 €16,1 € -151,2 36,0 56
2012 €0,7 € -6,1 €114,4 €0,1 373,9 37
2014 €0,0 €0,0 € -44,0 €0,0 0,0 0
2015 €0,0 €0,0 €0,0 €0,0 0,0 0

Spyker Cars

Spyker Cars
Oprichting 1999
Hoofdkantoor Edisonweg 2
3899 AZ Zeewolde
Sleutelfiguren Victor Muller(bestuursvoorzitter)
Hans Hugenholtz jr (oud- bestuursvoorzitter)
Michiel Mol (oud-bestuursvoorzitter)
mr. R. van de Laar (Spyker Squadron Director)
Producten Exclusieve sportwagens
Omzet Gedaald € 713.000 (2012)
Winst Gestegen € 114,4 miljoen (2012)
Marktkapitalisatie € 1,1 miljoen (23 augustus 2013)
Website Spyker Cars

embleem Spyker

 embleem Spyker

Spyker Cars is een Nederlandse fabrikant van exclusieve sportwagens naar een ontwerp van ingenieur Maarten de Bruijn.

Het motto van de autofabrikant is “nulla tenaci invia est via” (vertaald uit het Latijn betekent het “voor volhouders is geen weg onbegaanbaar”). Dit motto, en de merknaam zijn afkomstig van Spyker Automobielen N.V., een Nederlandse automobielfabriek die begin 20e eeuw internationaal doorbrak, maar in 1926 werd opgeheven, zie Spyker.

Spyker maakte op 26 januari 2010 bekend het veel grotere Saab Automobile over te nemen van General Motors. Saab en Spyker werden ondergebracht bij moederbedrijf Swedish Automobile N.V.. Het Zweedse avontuur was van korte duur; in december 2011 werd Saab failliet verklaard. In april 2012 besloten de aandeelhouders weer verder te gaan onder de naam Spyker N.V. en zich weer volledig te richten op de productie van sportwagens. Hierna volgden een aantal jaren waarin geregeld berichten waren over betalingsachterstanden van Spyker. Eind 2014 werd Spyker failliet verklaard, maar begin 2015 werd dit faillissement terug gedraaid.


De merknaam Spyker werd in 1999 geregistreerd door de Nederlandse zakenman Victor Muller. Het kwam voort uit de samenwerking tussen Muller en Maarten de Bruijn, die een prototype sportwagen bouwde.

Het bedrijf, aanvankelijk gevestigd in een schuur bij de ouderlijke woning van De Bruijn waar De Bruijn sinds 1990 aan een prototype Silvestris werkte, kon met steun van Muller een fabriek in Zeewolde laten bouwen. Om te kijken of het ontwerp goed was hanteerde De Bruijn de “S.J.K.F.”; de School-Jeugd-Kijk-Factor.

In 2004 was Spyker Cars NV een fabrikant van exclusieve sportwagens die rond de € 300.000 per stuk kostten. Het bedrijf had dealers in Europa, het Midden-Oosten, Noord-Amerika en Azië. Spyker kreeg op 27 mei2004 een notering aan de Euronext Amsterdam; de introductiekoers was € 15,50.


Maarten de Bruijn, medeoprichter en creatief brein achter Spyker Cars, stapte in 2005 uit het bedrijf door een “verschil in inzicht” met medeoprichter Victor Muller. Hieraan lag onder andere ten grondslag dat De Bruijn met Spyker uitsluitend sportwagens wilde bouwen. Muller was echter ook geïnteresseerd in de productie van luxe terreinwagens, waarvan de Spyker D8 Peking to Paris het resultaat is.

De Bruijn richtte met het geld dat hij verdiende met Spyker Cars (ongeveer €2 miljoen) een nieuw bedrijf op – Silvestris – dat zich richt op de productie van luxe speedboten, in dezelfde stijl als de door hem zelf ontworpen sportwagens.


In 2007 kwam Spyker meermaals negatief in het nieuws. Zo zou het bedrijf uit Zeewolde zijn rekeningen niet betalen. De Telegraaf publiceerde een fax van carrosseriebouwer Karmann waaruit bleek dat een rekening van ongeveer een half miljoen euro open stond. Als gevolg van deze en andere negatieve berichten trad CEO Victor Muller af ten gunste van Michiel Mol. Muller bleef wel in dienst van Spyker.

Na een bericht in het Algemeen Dagblad van 28 augustus 2007, waarin werd gesteld dat schuldeisers het faillissement van Spyker Cars NV hadden aangevraagd, daalde het aandeel op Euronext met 12%. Noch bij de Maastrichtse rechtbank (waar de faillissementsaanvraag zou zijn ingediend), noch bij de verzekeraar van Spyker bleek echter iets bekend te zijn. Spyker verzocht vervolgens de Autoriteit Financiële Markten (AFM) een en ander te onderzoeken. De AFM draaide na onderzoek vervolgens de handel in het aandeel Spyker terug, en het Algemeen Dagblad rectificeerde haar berichtgeving via haar internetsite.

Echter, de negatieve berichtgeving hield aan. AFM verzocht Spyker de jaarrekening over 2006 te herzien, waarin 8 ton winst werd geboekt; volgens AFM had dat een verlies moeten zijn. Spyker kreeg op 28 december 2007 van de Ondernemingskamer gelijk. AFM ging in 2008 in beroep, maar ook de Hoge Raad oordeelde op 24 december 2008 dat Spyker op alle punten gelijk had. De procedure heeft Spyker €800.000 gekost en leverde andermaal negatieve publiciteit op. Hoewel beide overwinningen op AFM nauwelijks werden gepubliceerd, kreeg de AFM veel publiciteit met haar aanklacht.

Na de verkoop van het Spyker F1 Team trok Michiel Mol zich terug als bestuursvoorzitter en nam Victor Muller weer zijn oude plaats in als CEO.


In maart 2009 onthulde Muller op de autosalon in Genève de nieuwe Spyker C8 Aileron. Hij deed daarbij de belofte: “De Aileron is voor Spyker de auto die het bedrijf naar een langverwachte winstgevendheid leidt.”

Op 20 november 2009 maakte Spyker bekend dat de productie in Zeewolde werd beëindigd. De assemblage zou voortaan gaan plaatsvinden in het Britse Coventry. Reden voor de verplaatsing was kostenbesparing. De fabrikant verwachtte met de ingreep miljoenen euro’s aan kosten te kunnen besparen. Deze maatregel betekende het ontslag van de 45 medewerkers in Zeewolde. Spyker bood echter de groep getroffen werknemers de kans om mee te verhuizen Engeland.

Overname van Saab Automobile

Na ruim twee weken van stilte werd onthuld dat Saab en Spyker nog steeds in onderhandeling waren. Deze gesprekken werden in Stockholm gevoerd. Op 25 januari gingen geruchten dat Spyker en GM een overeenkomst zouden hebben gesloten, nabeurs maakte de nieuwe topman van General Motors echter bekend dat er inderdaad onderhandelingen gaande waren, maar dat er nog geen contract was getekend. Het aandeel Spyker Cars op de Amsterdamse effectenbeurs schoot door de geruchten omhoog. Toen topman Victor Muller meldde dat de overname door Spyker Cars zo goed als rond was en er in de Zweedse media dergelijke geruchten rondgingen, werd op 26 januari door de AFM besloten om de handel in het aandeel stop te zetten. Op 26 januari 2010 om 19.45 uur meldde General Motors dat Saab Automobile zou worden overgenomen door Spyker Cars. GM stopte direct met de afbouw van de activiteiten van Saab. Spyker zou, volgens Bloomberg en The Wall Street Journal voor Saab een bedrag van $74 miljoen in cash en $326 miljoen aan preferente aandelen in het nieuwe Saab, Saab Spyker Automobiles, betalen aan GM. Dit werd echter nog niet officieel bevestigd. De overname moest volgens plan medio februari afgerond zijn.Vanaf 22 november 2009 was Spyker Cars in onderhandeling met General Motors over de overname van het Zweedse Saab Automobile. Op 15 december werd bekend dat Spyker de enige overgebleven overnamekandidaat was voor Saab.

2011: verkoop Spyker en faillissement Saab Automobile

Op 24 februari 2011 werd bekend dat Spyker Cars NV van plan was de sportwagendivisie Spyker te verkopen aan het Britse bedrijf CPP Global Holdings Limited, dat in handen is van Vladimir Antonov. De verkoop betrof een speciale financiële constructie voor maximaal €32 miljoen. De groep wilde zich nu meer gaan richten op het merk Saab, en als naam van het moederbedrijf werd gekozen voor Swedish Automobile NV.

Eind september 2011 meldde Swedish Automobile dat Spyker voor €32 miljoen zou worden overgenomen door de Amerikaanse investeringsmaatschappij North Street Capital. Muller zou aanblijven als CEO. Hiermee was de overname door CPP van Antonov van de baan, alhoewel de productie wel in de CPP-fabriek in Coventry plaatsvond. In 2009 werden nog 36 auto’s gefabriceerd maar in 2010 geen enkele.

Saab Automobile ging in december 2011 failliet. In april 2012 bleek dat Saab een schuld naliet van meer dan €1 miljard na aftrek van de waarde van de bezittingen.

2012: Claim van $3 miljard door Spyker

In augustus 2012 zei CEO Victor Muller van Spyker Cars dat zij een claim zullen neerleggen bij General Motors over het faillissement van Saab. Victor Muller zei: “Sinds wij in december 2011 werden gedwongen om het faillissement van Saab Automobile aan te vragen, hebben we continue gewerkt aan de voorbereiding van een rechtszaak waarin we compensatie eisen ten gevolge van de onrechtmatige acties door General Motors”.

2013: Aandeel Spyker van de beurs, Claim van $3 miljard afgewezen

Het aandeel was al sinds 13 september 2011 kandidaat voor verwijdering van de beurs, echter ondanks een ruime periode en twee verlengingen van de periode slaagde het bedrijf er niet in om te herstructureren. Op 13 september 2013 was de laatste dag dat het aandeel Spyker op de Amsterdamse beurs verhandeld werd.

In juni 2013 werd de claim van Spyker behandeld door een Amerikaanse federale rechter in Detroit. De rechter wees de claim van 3 miljard dollar door Spyker af. Volgens rechter Gershwin Drain: “General Motors had het contractuele recht om de voorgestelde transactie goed dan wel af te keuren,” en “De rechtbank verwerpt de eis,” en hij zei dat Spyker in de overeenkomst met General Motors, toen het Saab kocht, akkoord was gegaan met het feit dat General Motors de controle had over een verandering van eigendom.

2014: Claim van $3 miljard opnieuw afgewezen

Spyker Cars NV is in beroep gegaan tegen de uitspraak. Het hoger beroep werd behandeld door de “6th U.S. Circuit Court of Appeals in Cincinnati”. Het hof concludeerde op 24 oktober 2014 dat General Motors niet opzettelijk de verkoop frusteerde van Saab aan Zhejiang Youngman Lotus Automobile Co. Rechter Eugene Siler zei dat de acties van General Motors niet kwaadaardig waren en dat het bedrijf “legitieme zakelijke zorgen” had betreffende de verkoop, zoals de overdracht van technologie. Siler zei ook dat de claim “cruciale fouten had”.

Op 2 december 2014 Spyker NV heeft uitstel van betaling gekregen van de rechtbank Midden Nederland. Spyker heeft bescherming nodig tegen zijn crediteuren omdat het een tekort heeft aan geldelijke middelen. Victor R. Muller sprak “Wij denken hier sterker uit te komen als een innovatiever bedrijf en zijn goed gepositioneerd om te kunnen groeien en winst te maken”, aldus Muller en “We zijn allemaal toegewijd om van deze financiële herstructurering een succes te maken.” 

Op 18 december heeft de rechtbank van Lelystad officieel het faillissement uitgesproken over Spyker Automobielen B.V. en Spyker Events & Branding B.V.

2015: Doorstart van Spyker

Op 29 januari werd door de rechtbank in Leeuwarden het eerder uitgesproken faillissement in hoger beroep terug gedraaid. Spyker NV verkeerde op dat moment weer in de staat van surseance van betaling en een bewindvoerder trachtte vanaf toen om tot een overeenkomst te komen met de schuldeisers. Spyker NV gaf aan verder te gaan met de ontwikkeling van luxe sportwagens en elektrische auto’s. Op 13 mei van dat jaar werd er een overeenkomst gesloten tussen Spyker NV en de schuldeisers. Spyker had op dat moment een schuld van 44 miljoen en bood aan om per schuldeiser 12.000 euro af te betalen. De grootste schuldeiser was de curator van Saab GB; hij vorderde 24,9 miljoen euro en ging uiteindelijk akkoord met een uitkering van 61.000 euro. Een poging van de Letse bank Lizings om meer geld te claimen, draaide op niets uit.


Spyker heeft sinds 2007 zware verliezen geleden. De jaaromzet is al die jaren zeer bescheiden geweest en de bedrijfsresultaten altijd zwaar negatief. Het extreem grote verlies in 2010 was vooral het gevolg van de overname van Saab Automobile dat in 2011 failliet ging. Spyker was vervolgens niet langer verplicht het negatieve eigen vermogen van Saab te consolideren. Het uit de boekhouding vallen van dit bedrag leidde tot een boekwinst van €53 miljoen waardoor het jaar met een winst kon worden afgesloten. De grote winst in 2012 was vooral het gevolg van een conversie van schulden in aandelen. De omwisseling leidde tot een grote winst, het aantal uitstaande aandelen vertienvoudigde en het eigen vermogen kwam marginaal positief uit. In de onderstaande tabel staan de belangrijkste financiële gegevens van Spyker:

in miljoenen
Jaar Omzet Bedrijfs-
Uitstaande aandelen
per jaareinde
Aantal werknemers
in FTE (x 1)
2007 € 5,1 € -29,7 € -71,3 € 25,6 9,7 166
2008 € 7,9 € -21,8 € -24,8 € 24,9 15,6 132
2009 € 6,8 € -19,2 € -22,9 € 2,6 15,9 131
2010 € 3,3 € -64,1 € -218,3 € -206,5 17,5 55
2011 € 1,5 € -13,8 € 16,1 € -151,2 36,0 56
2012 € 0,7 € -6,1 € 114,4 € 0,1 373,9 37

In december 2012 hebben de aandeelhouders van Spyker ingestemd met een omgekeerde aandelensplitsing, waarbij 100 aandelen met een nominale waarde van €0,04 samengevoegd worden tot één nieuw aandeel, waarna de nominale waarde wordt verlaagd tot €1,30 per aandeel. Na deze actie heeft Spyker 3,7 miljoen aandelen uitstaan.

Andere activiteiten

Spyker C8 Spyder GT2R bij de 24 uur van Le Mans, 2007

 Spyker C8 Spyder GT2R bij de 24 uur van Le Mans, 2007

Spyker Squadron

In 2005 behaalde het race team van Spyker (Spyker Squadron) de eerste successen in de loodzware FIA GT en LMES endurance wedstrijden. Deze races werden jarenlang gedomineerd door de fabrieks-Porsches en –Ferrari’s. Onder leiding van Peter van Erp en Ronald van de Laar werden meerdere podiumplaatsen behaald.

Spyker F1 Team

Op 29 september 2007 gingen de aandeelhouders van Spyker – ironisch genoeg het weekend dat het F1-team haar enige WK-punt scoorde – akkoord met de verkoop van het F1-team voor €88 miljoen aan een combinatie van Strongwind (Michiel Mol) en Kingfisher/Watson Limited (Vijay Mallya) uit India. Dat was €6 miljoen meer dan het aanvankelijke overnamebedrag. Toch was er geen sprake van een boekwinst, omdat Spyker fors had geïnvesteerd en eveneens forse verliezen had geleden door de hoge operationele kosten. In totaal hebben deze activiteiten tot een verlies geleid van €35,7 miljoen in 2007. Op 5 oktober werd de verkoop afgerond. Ad-interim directeur Hans Hugenholtz noemt het “geen mooie transactie, maar het is de best mogelijke en eerlijke prijs”. Op 4 oktober 2008 kreeg Spyker een aanvullend bedrag van €2,6 miljoen van de derdenrekening van het Formule 1-team. Spyker heeft nog een claim lopen tegen Orange India Holding, de nieuwe eigenaar van het F1-team, en verwacht in 2009 nog €2 miljoen te kunnen ontvangen.Op 9 september 2006 werden de geruchten bevestigd dat Spyker de Formule 1 in zou gaan, door met een groep investeerders onder leiding van Michiel Mol het Midland-MF1 Racing team over te nemen. Tijdens de Grand Prix Formule 1 van Italië in 2006 werd bekendgemaakt dat het consortium daadwerkelijk MF1 Racing had overgenomen. De naam van het team veranderde in Spyker MF1. Spyker betaalde $106,6 miljoen verdeeld over drie termijnen: $68,6 miljoen voor 30 september 2006, de rest in twee jaarlijkse termijnen van respectievelijk $15 miljoen en $23 miljoen. Op 27 september 2006 gingen de aandeelhouders van Spyker akkoord met de uitgifte van 2.650.000 nieuwe aandelen, die werden geprijsd op €20 per stuk, een flinke premie ten opzichte van de beurskoers op dat moment. Michiel Mol kocht het merendeel van deze aandelen.


Aanwezigheid in Hollywoodfilms is bij Spyker onderdeel van de marketingstrategie. Het komt er op neer dat Spyker auto’s levert voor films en dat Spyker daarna niets hoeft te betalen voor de vertoning in de film.

Zo rijdt hoofdrolspeelster Sharon Stone in de film Basic Instinct 2 (2006) in een Spyker C8 Laviolette. In The Pink Panther (2006) zijn twee shots te zien met een geparkeerde Spyker sportwagen. De C8 Spyder en een C12 LaTurbie zijn te zien in de martial arts-actiethriller War.




Spyker Squadron

Formule 1


From here the pictures of my collection:

1880 Spijker is born 1898 Spijker motorcar 1900 Spijker 1902 Spijker 50 HP 1902 Spyker Springuel 1902 1903 Spijker 60-80 HP Racer a 1903 Spijker 60HP a 1903 Spijker 60HP b 1903 Spijker 60HP 1903 Spyker 4x4 1903 Spyker 60 HP c 1903 Spyker 60-80 HP Racer b 1903 Spyker 60HP e 1903 Spyker 60HP 1904 Spijker Tourer Matchbox 1904 Spyker 14-18 HP a 1904 Spyker 14-18 HP 1905 Spyker 12-16-hp Double Phaeton 1906 Spyker 14-18 HP Double Phaeton 1906 Spyker 14-18 HP 1906 Spyker 15-22 1907 - Spyker 15-22-HP Double Phaeton


1907 Spijker 20-28hp 1907 Spijker 20-30 HP Open Tourer a 1907 Spijker 20-30 HP Open Tourer 1907 Spijker 1907 Spyker 14-18 HP a 1907 Spyker 14-18 HP b 1907 Spyker 15-22 HP Double Phæton 1907 Spyker 15-22 HP Landaulette a 1907 Spyker 15-22 HP Landaulette b 1907 Spyker 20-30HP Open Tourer 1907 spyker car peking-paris i 1907 Spyker die deelnam aan Peking-Parijs 1907 Spyker on left and today's Spijker C8 Aileron on right 1907 Spyker 1907 1910 Spijker ad 1910 Spyker cars ad 1910 Spyker van het nieuwsblad v h Noorden 1911 Spijker 18 HP runabout a 1911 Spijker 18 HP runabout b 1912 Spijker 7 HP a 1912 Spijker 7 HP 1912 Spyker 7hp twoseater 1912 Spyker 1913 spyker-06-trompenburg 1915 Spijker Limousine NL 1915 Spijker Torpedo NL

 1915 Spyker dubbeldeksbus groenendaalbus1915

6NCA001000598_005, 17-08-2007, 16:47, 8C, 4250x9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_005, 17-08-2007, 16:47, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_006, 17-08-2007, 16:49, 8C, 4250x9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_006, 17-08-2007, 16:49, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_007, 17-08-2007, 16:51, 8C, 4250x9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_007, 17-08-2007, 16:51, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_008, 17-08-2007, 16:54, 8C, 4250x9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_008, 17-08-2007, 16:54, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_016, 20-08-2007, 09:16, 8C, 8000x8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_016, 20-08-2007, 09:16, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_017, 20-08-2007, 09:19, 8C, 8000x8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_017, 20-08-2007, 09:19, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_019, 20-08-2007, 09:21, 8C, 8000x8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_019, 20-08-2007, 09:21, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_020, 20-08-2007, 09:24, 8C, 8000x8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_020, 20-08-2007, 09:24, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_020, 20-08-2007, 09:27, 8C, 8000x8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_020, 20-08-2007, 09:27, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_025, 20-08-2007, 09:44, 8C, 8000x8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_025, 20-08-2007, 09:44, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_026, 20-08-2007, 09:47, 8C, 8000x8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_026, 20-08-2007, 09:47, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_003, 17-08-2007, 16:42, 8C, 4250x9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
6NCA001000598_003, 17-08-2007, 16:42, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

1916.Spyker.V1 1919 Spijker 13-30 HP C1 Torpedo a 1919 Spijker C1 Torpedo Touring 1919 Spyker 13-30 HP C1 1919 Spyker Torpedo Touring! 1919 Spyker Type13 30pk 1919 spyker-07-1

NCA001000596_001, 17-08-2007, 13:16, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000596_001, 17-08-2007, 13:16, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_001, 17-08-2007, 13:19, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000598_001, 17-08-2007, 13:19, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000600_001, 17-08-2007, 13:21, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000600_001, 17-08-2007, 13:21, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000599_001, 17-08-2007, 13:20, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000599_001, 17-08-2007, 13:20, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000602_001, 17-08-2007, 13:22, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000602_001, 17-08-2007, 13:22, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000603_001, 17-08-2007, 13:24, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000603_001, 17-08-2007, 13:24, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_011, 17-08-2007, 13:32, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_011, 17-08-2007, 13:32, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_012, 17-08-2007, 13:33, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_012, 17-08-2007, 13:33, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_015, 17-08-2007, 13:37, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_015, 17-08-2007, 13:37, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_022, 17-08-2007, 13:45, 8C, 7926x3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000594_022, 17-08-2007, 13:45, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

1920 Spijker-Auto-4mrt ad 1920 Spyker Tenax (or C4) 1921 Spijker-Auto-1sept-ad 1921 Spyker 30-40 HP C4 Torpedo a 1921 Spyker 30-40 HP C4 Torpedo b 1921 spyker-mathis-21-jul 1921 spyker-mathis-trompenb 1921-22 Spyker-Mathis (F-NL) - Trompenburg, Amsterdam 1922 Spijker C4 1922 Spyker 30-40 HP C4 racer 1922 Spyker 30-40 HP C4 Torpedo 1922 Spyker C4 (2) 1922 Spyker C4 ALL-WEATHER COUPÉ 1922 Spyker C4 1922 spyker koolhaas 1922 spyker-c4 ad 1923 Spyker 30-40 HP C4 Landaulette a 1923 Spyker 30-40 HP C4 Landaulette b 1924 Spijker C4 Standard Torpedo Cabriolet

1924 Spijker Standard Torpedo Cabriolet, 1999 Spyker Silvestris V8 prototype a 1999 Spyker Silvestris V8 prototype 2001 Spyker C8 Laviolette coupe a 2001 Spyker C8 Laviolette coupe b 2001 Spyker C8 Laviolette coupe c 2001 Spyker C8 spyder a 2001 Spyker C8 spyder b 2001 Spyker C8 Spyder c 2002 Spyker C8 Double 12R 2002 Spyker C8 Double 12S a 2005 Spyker C8 Spyder T 2005 Spyker CB Spyder T 2006 Spyker C8 Spyder GT2R front 2006 Spyker C12 LaTurbie interior 2006 Spyker C12 LaTurbie rear 2006 Spyker D12 Peking-to-Paris interior 2006 Spyker D12 Peking-to-Paris 2006 Spyker D12 2006 Spyker Toyota MF1 a 2006 Spyker Toyota MF1 2007 Sakon Yamamoto in actie voor Spyker, Yamamoto Formula 1 2007 Spyker C8 Spyder GT2R top 2007 Spyker C8 Spyder GT2R 2007 Spyker C12 Zagato a 2007 Spyker C12 Zagato b 2007 Spyker C12 Zagato c 2007 Spyker C12 Zagato side 2007 Spyker Ferrari F8-VII 2007 Spyker Ferrari F8-VIIa 2008 Speedy Spyker Side Spyker C8 Laviolette GT2-R (bij de 1000km van Silverstone op 14 september 2008) 2008 Spyker C12 Zagato 2011 Spyker c8 aileron 03 2011 Spyker c8 aileron 2011 Spyker C8 Laviolette Special Edition For China 2013 Spijker Concept 3 2013 Spyker B6 Venator Spyder Concept 2013 Spyker B6 Venator Spyder 2014 Spijker Orange 2014 Spijker Worldcup 2014 2015 Spyker B6 Venator De gouden koets, vervaardigd door de gebroeders Spijker embleem Spyker Koga Spyker Aeroblade Spijker 001 Spijker 002 spijker 2 Politieauto Spijker 2 Spijker 003 Spijker 004

Spijker 005 Spijker 006 Spijker 007 Spijker 008 Spijker 009 Spijker 010 Spijker 011 Spijker 012 Spijker 013 Spijker 014 Spijker 015 Spijker 016 Spijker 018 Spijker 019 Spijker 021 Spijker 022 Spijker 023 Spijker 024 Spijker 025 Spijker 026 Spijker 027 Spijker 028 Spijker 029 Spijker 030 Spijker 031 Spijker 032 Spijker 033 Spijker 034 Spijker 035 Spijker 036 Spijker 038 Spijker 040 Spijker 041 Spijker 042 Spijker 043 Spijker 044 Spijker 045 Spijker 046 Spijker 047 Spijker 048 Spijker 049 Spijker 050 Spijker 051 Spijker 052 Spijker 053 Spijker 054 Spijker 055 Spijker 056 Spijker 057 Spijker 059

Spijker 060 Spijker Auto's Spijker B .. Spijker B6Venator spijker c8 01 Spijker C8 Aileron Spijker Eerste auto Koningin Spijker Spijker Gouden koets spijker gt 2 r-t2 Spijker logo Spijker loogo Spijker Looogo Spijker politieauto Spijker V.1 in its early form with curved undercarriage front legs and no cut-out in the upper wing Spijker w Spijker zw SPIJKER Spijker spijker-20hp