time for the 1952 Paris Motor Show. The engine specification of the four-cylinder unit was unchanged as was the claimed performance even though the new body was some 100 kg heavier than the old. A new development with the Ponton-bodied cars body was the availability of the larger six-cylinder unit from the Talbot Record in the top-of-the-line Talbot Baby, which in this form was called the Talbot Baby/6 Luxe, and had the slightly longer wheel-base and overall length enforced by the greater length of the six-cylinder engine. T14 LS engine / Talbot Lago Sport At the 1954 Salon de L'Automobile de Paris, Talbot-Lago presented their last new engine: the new four-cylinder still had the typical twin laterally mounted camshafts, although it was upgraded to five main bearings. The new 2,491 cc engine was called the T14 LS, but it did not have a car to go in until May 1955 when the Talbot-Lago 2500 Coupé T14 LS was finally presented. The first car had all-aluminium bodywork, but later cars used more steel. Fifty-four of these coupés were built, but they proved hard to sell - the stylish bodywork couldn't quite hide the thirties' underpinnings, and the rough engine offered little elasticity nor longevity. Lacking the resources to engineer the necessary improvements, for 1957 Talbot-Lago had to resort to buying in an engine. They chose the V8 2580 cc made available by BMW, albeit with the bore diameter slightly reduced, to 72.5 mm, which gave rise to a 2476 cc engine displacement, positioning the car (just) within the 14CV car tax band. Reflecting the company's export plans, Talbot now rebranded the car as the "Talbot Lago America" and (finally) came into line with other French automakers by placing the driver on the left side of the car. However, market response remained lukewarm, and only about a dozen of the BMW powered Talbot Lago Americas were produced. In the early summer of 1958, Tony Lago decided to accept an offer from Simca president, Henri Pigozzi, for the sale of the Talbot brand to Simca. The sale of the business went ahead in 1959. With the sale of the business to Simca, the new owners found themselves with a handful of the final Talbot Lago Americas which were awaiting engines. There was now no question of Simca being permitted, or wishing, to produce cars with BMW engines, and the only solution available was