racing-engines that Delahaye loaned to Charles Pozzi and his Ecurie Lutetia co-owning team-mate, Eugene Chabaud. Three Type 175S racing-engined competition coupes were built for Jean Trevoux (815042, 815050 and 815051). The 175S racing-engines numbered no more than five. Most production motors were stamped Type 2AL-183 (Auto-historians Andre Vaucourt, and jean-Paul Tissot). These came out of revised casting-mold "183". Modifications were made for production efficiency, cost-effectiveness, and alleged crankcase reinforcement. History After having spent four years of World War II building railroad rolling stock parts for German trains, Delahaye was then included in deputy director General Paul-Marie Pons' 1945 plan Pons for French industry and engineering. This was a five-year program to rebuild French industry, and source incoming capital for French companies. The plan designated Delahaye to build sports and luxury cars for the export market, to generate foreign currency. Over 80 percent of the company's automobile chassis were exported to France's colonies, including in Africa and Asia. In consideration of the expense of producing the complicated, unreliable, impractical V-12 used in the four Type 145 sports-racers; and, the Type 155 monoposto (all five V12 racecars were made exclusively for Lucy O'Reilly Schell for her team Écurie Bleue), as well as the four Type 165 grand-touring cars, V12 production ended in late 1938, with twelve sets of engine parts made, resulting in those nine cars. The V-12 was replaced by a new, conventional, less complex, inline, overhead-valve, six-cylinder engine of the same 4.5-liter Engine displacement. The show-chassis debuted in optionally equipped Type 175S form, with a partially built body by Letourneur & Marchand, introducing Delahaye's new postwar "face". It was one of the few new machines at the first postwar Paris Auto Salon, in October 1946. It garnered considerable attention, and Delahaye's first model to be manufactured exclusively in left-hand-drive. The chassis was neither fully developed nor adequately tested by October 1946, before parts were put into production in late November 1947. Problems with the Dubonnet front suspension soon became apparent. Disgruntled owners experienced parts failures, and sustained accidental damages. Delahaye was obliged to buy back an undisclosed number of defective cars, at great expense to the company, to defuse litigation and curtail negative publicity. The mechanically and structurally unchanged show-chassis reappeared on Delahaye's stand in 1947,1948, and 1949 for the final time, each year with minor additions made to freshen the partial forward coachwork. The extended delivery delay, into early