Steyr automobile

Steyr realized their mistake too late, but Ledwinka acted as consulting engineer, influencing the 1925 Type XII, with a 14/35 hp 1.5-liter OHC six, crankshaft ball bearings,[3] four-wheel brakes, half-elliptic front springs, and swing axle IRS.

[4] This was joined by a 3.3-liter Type VII interior drive limousine, a luxurious four-door that seated up to seven and cost £1000; it shared its 17.75 kW (23.8 hp) chassis with the five- to seven-place, £975 Coupe de Ville.

He quickly produced the 37/100 hp Austria, with a 5.3-liter straight eight, dual magneto ignition, and twin spark plugs, four-wheel Lockheed hydraulic servo-operated brakes, and Steyr's first detachable cylinder head.

[6] Steyr also displayed the unconventional, with the 120 of 1934, with double transverse-leaf independent front suspension and streamlined body; they sold 1200 cars of this model, and improved it into the 2.3-liter 220 of 1937.

The bigger 1158 cc (71ci) 25 hp (19 kW)[9] engine and new number, Type 55, of 1938 could still hardly push it past 80 km/h (50 mph), but even so, some 13,000 were built by end of production in 1940.

[6] During the war, Steyr-Daimler-Puch built vehicles like the Raupenschlepper, Ost for the German Wehrmacht armed forces, and afterwards, modified Fiat automobiles for Austrian consumption, adding swing axles and, in some models, engines of their own design.

From 1957 to 1973 the Puch 500 was built in the Graz plant with great success (almost 60,000 sold), using the Fiat 500 body but Steyr mechanics (to varying degrees - but always with the Austrian opposed twin engine); important versions were the 650 TR sports model and the 700 C microvan.

[6] From 1972 Steyr-Daimler-Puch collaborated with Mercedes in the design and manufacturing of the more comfortable, Puch G version of the Mercedes-Benz G-Class, built by Magna Steyr up to today.