'The 75 is a remarkably fast car from place to place, not just because it has a genuine maximum speed above 74mph, which is very good indeed, but because speeds anywhere up to 55 or even 60mph can be held pleasurably on suitable roads...' The Autocar.
The most successful division of the Anglo-French Sunbeam-Talbot-Darracq combine, Talbot might well have escaped take-over by Rootes in 1935 had it not been shackled to its weaker partners. The company's then healthy position had been achieved by a succession of well-engineered products penned by its designer, Swiss-born Georges Roesch, whose obsession with the pursuit of high performance through increased engine revolutions led to some of the most memorable cars of the 1930s. Developed from the highly successful 14/45, the 2.3-litre '75' offered roomy, comfortable transport at a competitive price and, like all Roesch's Talbot creations, was powered by a smooth and flexible six-cylinder overhead-valve engine endowed with a remarkably high output for its size. Available in two wheelbase lengths (114" and 120", the latter being more expensive), the chassis was a substantial, X-braced affair featuring semi-elliptic front and quarter-elliptic rear springing, and equipped with effective brakes. The Wilson pre-selector, 'self-changing' gearbox came as standard.
First registered on 2nd March 1933, this Talbot 75 has been in the Gwynn family's ownership since at least the early 1980s while the accompanying continuation book shows that a Group Captain Leo Maxton of Warminster was the previous owner (since at least 1962). 'JO 6666' has been converted to '90' specification, which means the 75's 36mm Zenith carburettor has been exchanged for the 42mm unit as used on the 90. It is believed that this was done by John Bland, who carried out this conversion for a number of his customers to boost performance.
Finished in Burgundy with black roof and wings, this 80-year-old car possesses the patina of age. The body, which features a sliding sunroof, is described as sound but the paintwork is relatively poor and the brightwork generally worn. The seats have aged, but in a charming way, while the same can be said of the interior woodwork. Noted Talbot specialist Ian Polson carried out an engine bottom-end rebuild circa 20 years ago, which included pistons, white metalling, etc, and sold Peter Gwynn various parts over the years.
Said to be driving well, 'JO 6666' is offered with history file containing invoices for work carried out between 1983-1985; a quantity of past MoTs dating back to 1992 (at 6,500 miles); MoT to 15th July 2012 (issued at 19,100 miles) and Swansea V5 registration document.