This car, Lot 262, sold for $48,105 at the Bonhams Goodwood Revival Collectors Motor Cars auction in Chichester, U.K., on September 16, 2011.
Conventional Wisdom, that prison of small minds, holds that all the upper-class cars of France died in the 1950s due to the crushing rate of taxation the Fourth Republic assigned to cars with engines larger than that of the Citroën 2CV or Renault 4. It’s been repeated again and again, even, I dare say, by me. But, is it possible that we didn’t have Delahaye, Bugatti, Hotchkiss, and Salmson to enjoy into the 1960s thanks to bad management, poor product planning and indifferent marketing?
The end of World War II saw the European nations in ruins and the U.K. in dire economic straits. On the other hand, the U.S. was coming into the height of the Pax Americana and its wide-open roads were filling with well-heeled enthusiasts who had just discovered the joys and thrills of European sports motoring.
So, where would a French luxury sports manufacturer pitch its wares? At home, where the few who can still afford it can’t be seen in anything that screams “I kept my money all during that horrible war, didn’t you?” — and where the authorities in Paris just wait, like some in governments today, to “soak the rich.” So, who in France would buy your cars?
Or do you make a real effort to sell them in California, New York, Chicago and Florida to the guys — and gals — making movies, winning sports championships and racing cars? Apparently the question was too tough for most of those in the boardrooms of the Grandes Marques in France, and it took Jean Daninos, a novice at the game, to break the code with the Facel Vega.
That Salmson was late to the car building party didn’t seem to matter, as their reputation built quickly. Ironically, it was at the end that they seemed to have it all together, as they were doing well in rally competition and fielding a modern line of well-made, reasonably attractive cars with good — but not outstanding — performance.
The suspension of the 2300 Sport was advanced, with alloy front A-arms and a system called Flexivar in the back that used rubber blocks to locate the shocks and rear axle. It was designed to produce the compliant ride expected in a French car, with a measure of controlled handling expected in a GT.
Better looking in person
I can see sort of a Bristol-like aspect in the clean, simple and vaguely aerodynamic Chapron bodywork. Details such as the bolt-on wire wheels similar to those seen on early Facel Vegas, and inset — dare I say Frenched — taillights in elegant chromed recesses give the Salmson a sophisticated look. The effort to give the rear seat passengers adequate headroom has come with the price of some awkwardness in the roof line, which when photographed from some angles looks like a derby hat riding atop the body.
Having seen one of these in the metal, I can safely state that the eye captures it better than the lens. From photographs it would seem that the ultimate spec two-seater GS version, with a shortened wheelbase, looks rather better balanced.
The dashboard has the typically unstyled look of the Delahaye and Hotchkiss and the seats are equally simple in design.
It’s clear the car has been set up for touring use, with effective modern lap/shoulder belts fitted, their bright red release buttons a bit jarring in appearance. The engine is a highlight of the 2300 Sport, and when Daninos sought to build his own twin-cam engine for the Facel Facellia, he might have taken a close look at the Salmson’s 2.3-liter aluminum DOHC 4-cylinder, instead of allowing Pont-a-Mousson to take their unfortunate flyer on the Alfa twin-cam instead.
The Cotal pre-selector gearbox has a frightening reputation, but as is the case so often, when properly set up and maintained is a delight in action, as it is much superior to many manual transmissions — and head and shoulders above automatics of the period.
Rare — but not in demand
By any estimation, this is a rare car, and if the catalog figure is correct, one of fewer than 80. However, proving once again the adage that “almost all valuable cars are rare but not all rare cars are valuable,” the market for this Salmson is thin at best, and they’re not very expensive cars. Having said that, it’s interesting to note that this car was reported sold in July 2011 at the HVA auction in Hertfordshire, U.K. for $37,127, almost $11,250 less than it brought two months later at a bigger sale venue. Factoring in transportation and fees, there was still a profit made.
For a collector who can look at the specific attributes of a car and how well they might meet his or her needs, a car such as this could be a compelling buy. It’s eligible for the Mille Miglia and Le Mans Classique. It was featured in a major international magazine, and after a freshening restoration, would be welcome at any number of concours events around the world. If you have high self-esteem, are confident in your collecting choices and enjoy giving a long explanation wherever you go, the Salmson is a good option. In light of the recent flip, I have to call it well sold, but it’s still a good buy for the usability.
(Introductory description courtesy of Bonhams.)
