221:(4.7 in), with a 74 mm (2.9 in) or an 84 mm (3.3 in) bore for the smaller and larger engine, respectively. Power outputs were 55 and 90 PS (40 and 66 kW) at 3000 and 3200 rpm. The larger version proved considerably more popular and a series of revisions beginning in 1929 was mainly applied to the 4.4-litre version. The updated versions were sold as the Martini FUS and FN (and the smaller-engined FUN) with various improvements. Already in 1929 the updated FUS gained a four-speed gearbox, all-wheel brakes, and twin Zenith carburettors. In 1931 the FUN and FN versions were discontinued, but next year's NF model was a modernized version of the earlier FN.
200:, however, crippled Swiss exports including those of Martini. Martini was one of a very few manufacturers to restart production, with a mildly warmed over pre-war design as the TF 15/45 PS. A conventional four-cylinder of 3.6 litres displacement, it was wholly outdated in spite of a high standard of finish, with sales beginning at a low pace and then steadily sinking. Swiss manufacturers, with only a tiny domestic market, had been heavily export-dependent but external markets vanished in the harsh economic climate of the early 1920s. In June 1924 the nearly bankrupt Martini company was taken over by the
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rear axle, a fully synchronized gearbox, hydraulic shock absorbers and hydraulic four-wheel brakes, as well as modern styling thanks to a low-slung chassis. This, however, was not enough to save the company. The 95 PS (70 kW) NF soldiered on until 1934 before just fading away, Martini with
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The
Martini Six, while of a mainstream design, maintained Martini's high quality and workmanship standards and was an accordingly expensive car. Only a few hundred were built from 1927 until 1930, with the lion's share being sold at home in Switzerland. The FU and the FUG engine shared a 120 mm
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ones. The KM was likely intended only as a stopgap vehicle, as
Walther Steiger had charged his old friend and engineer Paul Henze to develop an all-new front-wheel-drive car. This design, however, barely even reached the drawing boards as a result of the financial state of Martini - and that of the
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Walther
Steiger was able to show the new Martini-Steiger FU six-cylinder car. This had a side-valve engine of 3.1 litres and was a fully modern automobile albeit without any technical advances. It entered production in 1927, along with the larger (4.4 litres) FUS model. While sold as the "Martini
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The years leading up to the World War were
Martini's best, with annual production hovering around 600 cars, placing the company at the head of the Swiss automobile industry. While foreign manufacturers were already making inroads, the war years kept Martini in the black as they delivered large
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Promptly, his
British sales agent, Captain H. H. P. Deasy, set off in a 16 hp on a 2,000-mile (3,200 km) trek through the Alps, which followed his earlier stunt of driving a cog-wheeled Martini up a mountain railway; his praise in both cases was effusive. By 1906, Deasy was the sole
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six-cylinder car, a lighter, smaller, and cheaper proposition. This was badged
Martini KM but it did not sell as well as hoped, likely the result of being a rather heavy car with low peak power and a weak chassis. The KM differed from the W11 only in minor details such as a marginally longer
208:, Germany. The Steigers relocated to Switzerland, having seen the writing on the wall for their German company which closed down in 1926, forcing the Steigers to sell their home to satisfy the creditors. The old TF soldiered on until 1925, but at the 1926
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The larger FUS was built alongside the KM until the smaller car was discontinued in 1932. This was also when the updated 4.4-liter NF was presented. Derived from the FU it offered many technological advances such as a
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Six" at home, the "Steiger" (meaning "Climber", suitably enough for a Swiss car) part of the name was emphasized in export markets where it was the "Steiger-Martini." Steiger's
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were unusually hostile to cars, the company had to rely more than most on exports, and demand from abroad proved sufficient to justify building a factory in
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it quickly became clear to
Martini that their existing six-cylinder cars were too expensive for the times. Accordingly, Martini signed a contract with
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130:(which had a six-cylinder engine); Deasy, and (more importantly) Martini lost the 4,000-mile (6,400 km) "Battle of the Cylinders".
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274:. The original factory is still in use today, and has a 1917 Martini car on display in the lobby of their Bookbinding Academy.
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The
Martini company also manufactured bookbinding machinery. They were purchased by Hans MĂĽller and the company was renamed to
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for the 25/35. The marque's last racing attempt in 1913 used an overhead camshaft engine with four 85 x 132 mm cylinders,
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salesman. That summer, with a 20 hp and a four-cylinder 40 hp available, Deasy made an ill-advised challenge to
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construction was standard across the line. Yet the engineers could not make up their minds; in 1910, they reverted to
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was standard, in 12 hp, 16 hp and 20 hp models (all still four-cylinder engines, however). That year's
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In 1897, Swiss businessman Adolf von
Martini, son of Friedrich von Martini, the inventor of the action used in the
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391:[The history of a Swabian car manufacturer of the 1920s] (in German). p. 282.
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and four valves per cylinder. It was known as the '15 Sport' and a regular competitor at
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This article is about the pioneer auto company. For the racing car manufacturer, see
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cars of 10 hp (7.5 kW) and 16 hp (12 kW) in 1902. Since Swiss
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placed thirteenth and fifteenth. In 1908, showing the rapid pace of change,
389:"Steiger - Die Geschichte einer schwäbischen Autofabrik in den 20er Jahren"
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157:-engined Martinis seventh, eighth, and tenth, enough for the team victory.
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349:] (in German), vol. 1, Stuttgart and Berne: Hallwag, p. 88,
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buck was incorporated into the logo and was also used as a hood ornament.
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rifle, built an experimental rear-engined car. He followed this with
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Share of the
Nouvelle SA des Automobiles Martini, issued 6. July 1915
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The racer was marketed as a 1909 road car, the 10/12, and new
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wheelbase and larger tread, altered gearing, and by using
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310:. Vol. 11. London: Orbis Publishing. p. 1259.
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Vehicle manufacturing companies disestablished in 1934
306:(1974). "Martini: A New Star". In Northey, Tom (ed.).
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Vehicle manufacturing companies established in 1897
460:Defunct motor vehicle manufacturers of Switzerland
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232:in 1930 to license build their recently updated
110:in 1904; von Martini relied on a licence from
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153:saw 1086-cc (66 ci) inlet-over-exhaust
35:Martini Camionette from approximately 1907.
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323:Lost Causes of Motoring - Europe Volume 1
81:manufacturer, in operation 1897 to 1934.
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465:Luxury motor vehicle manufacturers
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374:Cars: Early and Vintage, 1886-1930
341:von Fersen, Hans-Heinrich (1971),
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321:Lord Montagu of Beaulieu (1969).
174:hemispherical combustion chambers
114:of France, using an armored wood
455:Car manufacturers of Switzerland
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137:28 hp, and an entry in the
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248:lights and magneto rather than
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376:. London: Grange-Universal.
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184:numbers of vehicles to the
133:For 1907, there was also a
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118:and mechanically operated
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387:Schick, Michael (1999).
308:The World of Automobiles
266:Post-automobile history
59:Various Martini models.
43:1929 Martini FUS Coupé.
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51:Martini-Six variants.
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151:Coupe de Voiturettes
304:Burgess-Wise, David
18:Automobiles Martini
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210:Geneva Motor Show
141:rally, where the
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112:Rochet-Schneider
27:1912 Martini GA.
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90:The beginning
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234:Wanderer W11
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204:brothers of
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135:chain driven
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108:Saint-Blaise
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224:During the
166:side valves
147:shaft drive
139:Kaiserpreis
128:Rolls-Royce
449:Categories
436:von Fersen
417:von Fersen
290:References
259:worm drive
206:Burgrieden
186:Swiss Army
79:automobile
246:Scintilla
198:recession
372:(1985).
278:See also
230:Wanderer
180:events.
162:monobloc
438:, p. 92
419:, p. 90
253:world.
202:Steiger
116:chassis
104:cantons
85:History
72:Martini
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143:marque
120:valves
345:[
250:Bosch
241:]
76:Swiss
393:ISBN
351:ISBN
262:it.
155:SOHC
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239:de
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100:V4
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