пятница, 8 февраля 2013 г.

Sorry we are not showing our new figures here only because very soon we will open our web page.
Look for all releases on our facebook ScaleFigures   (  http://www.facebook.com/scale.figures118?ref=tn_tnmn  )


пятница, 19 октября 2012 г.

FAKES FROM FRANCE

WE ARE NOT RESPONSIBLE FOR VERY LOW QUALITY FRENCH FAKES ANS COPIES OF OUR PRODUCTS !!! WE DONT HAVE DEALER IN FRANCE AND FOR NOW WE STOP SELLING ALL OUR NEW PRODUCTS TO THIS COUNTRY ONLY BECAUSE OF THIEFS!!
BEWARE OF BUYING FROM FRANCE IF YOUR REALY LIKE OUR QUALITY PRODUCTS AND DONT SUPPORT THIEFS, ITS VERY HARD WORK TO DO ORIGINALL SF 1:18 FIGURES !! 


WE RESPECT OUR CUSTOMERS
THANK YOU
SF

пятница, 21 сентября 2012 г.

Amount

News
We are increasing our amounts because now we have about hundreds of customers and not all of them bought our product . From now the amounts will be between 50 - 100 figurines ( not 20-60 as before). We hope more collectors will get our figurines for their perfect collections. Sometimes we will make 10-20 figures as an exclusive line.

суббота, 25 августа 2012 г.

We have hundreds of orders for our figures, but please understand, we cant sell to everybody because of small amount of our figures. We will never increase it. Half of total value we are sending to our dealers , some figures are for our club customers, and only dozen+ we are selling through our e-bay shop ( its the only official e-bay shop for our figures, all other are selling fakes or low quality copies ) Thats why the price could be expensive. And ,please understand, process of producing figures is not easy. Its easy to say but very difficult to make.
SF

пятница, 24 августа 2012 г.

Tazio Nuvolari 1:18

Tazio Giorgio Nuvolari 1:18 by Scale Figures
Limited to 60

Tazio Nuvolari, the “Flying Mantuan”
Tazio Nuvolari (1,65 metres tall and 55 kg in weight) was born in Castel d’Ario (nearby Mantua) on 16 November 1892 and died in Mantua on 11 August 1953. He began to race in 1920, when was 28 years old, and went on until 1950, first on motorcycles and then in cars. He was 58 when he drove his last race, winning it. During his sporting career he competed in 353 races (124 bike and 229 car events), won 105 overall and scored 77 class wins, recording 100 fastest laps.
He won 7 Italian Championships (2 on bikes, 5 in cars) and even established 5 international speed records (3 on bikes, 2 in cars). He clocked a flying kilometre average speed of 330,275 km/h. Nuvolari was injured in several frightening accidents. He risked to die when his car burst into flames, or to be crushed by its weight when he got trapped into it. But nothing could ever stop him. His extraordinary performances made him into a legend. They coined many nicknames for him: “son of the devil”, “son of the wind”, “musketeer of the risk”, “Flying Mantuan”, “Nivola” (in the Mantuan dialect means “cloud”), “Campionissimo” “Ace”, “Master”. Enzo Ferrari called him “the greatest of all”. According to Ferdinand Porsche he was “the greatest racing driver of all time”. Streets, squares and even three monuments have been dedicated to his memory in Mantua, Castel d’Ario and Rome.
Fifty years after his passing, his name still evokes a strong and immutable emotion. We don’t know if a racing driver could ever aspire to immortality. Nuvolari can!

351 races
106 absolute victories
76 class victories
100 fastest laps
5 international speed records (3 motorcycle, 2 car)
7 Campione d'Italia awards (2 motorcycle, 5 car)





















The youth

Il piccolo TazioTazio Giorgio Nuvolari was born in Castel d'Ario, not far from Mantua, on the 16th November 1892 at 9 in the morning. Tazio was the fourth son of Arturo Nuvolari (1863-1938, a well off farmer) and his wife Elisa Zorzi (1864-1943, a housewife from Trento). Tazio was a very lively and active boy. He didn't like studying: sports were more interesting for him. His father was a quite good cyclist, while his brother Giuseppe was a champion: the latter won the Italian National Championship several times, scoring some success even abroad in the speed track and in the very first races behind motorcycles. The young Tazio had always felt a great admiration for his uncle, always trying to imitate him.

The speed

On the 5th of September 1904, Tazio saw for the first time a car race: the Circuit of Brescia. He was favourably impressed by the speed and by the ace drivers of that time: Vincenzo Lancia, Nazzaro, Cagno, Hémery, Duray,

His first motorcycle

In 1904 and 1905 two episodes were very important and left a mark on his personality. First of all, one day his uncle Giuseppe tought him to drive a motorcycle. And then, one night Tazio stole his father's car and drove it in the moonlight. Later he said: "I was about 13. How fast was I driving? About 30 KpH, no more...".

"You are not cut out for this job"

His great passion for motorcycles and cars, and his competitive spirit were growing faster and faster. Photos have been found with Tazio standing tall on a motorcycle driving fast along a dusty road, or wearing bonnet and goggles at the wheel of a Scat - a car he never drove during a race, as far as we know. Tazio got the motorcycle race licence in 1915, when he was 23. However, a few months later the war broke out and he was in the Army as driver. He drove Red Cross ambulances, lorries and car with the Officers. One day, while he was driving, he got out of the road. The Official with him said «Listen to me: forget driving. You are not cut out for this job».


The wedding

On November 10th, 1917, Tazio married Carolina Perina (1894-1981) in Milan, with a civil ceremony. On September 4th, 1918, their first child Giorgio was born.



The first races

Le prime corseHis first race was on the 20th of June 1920, at the Circuito Internazionale Motoristico (International Motorcyclist Circuit) in Cremona. He entered the competition with his second name - Giorgio - riding a Della Ferrari. He was forced to retire. On March 20th, 1921, he drove an Ansaldo tipo 4 in his first car race: a reliability trial ("Coppa veronese di regolarità") that he finished first.
During 1922 Tazio moved from Castel d'Ario to Mantua. He started three competitions by motorcycle and one by car: the Circuito del Garda (Garda Meeting) in Salò, where driving an Ansaldo he finished second overall.



Professional pilot

Pilota professionista In 1923, the 31 year old Nuvolari made racing - as well as being his over-riding passion - his own business. Competing mainly on two wheels, he did not take long to be among the leaders. With motorcycles he gained many wins, being less fortunate with the cars. He raced with the Diatto but got along better with the little "Chiribiri tipo Monza".

The first meeting with Enzo Ferrari

During 1924, motorcycles took precedence over cars (nineteen races to five). However, Tazio scored his first overall victory at the "Circuito Golfo del Tigullio", driving a Bianchi 2 litres.
Tazio was driving the Chiribiri Tipo Monza when he had to face a man who was going to be another legend in car racing, though not as a pilot. The big man from Modena, Enzo Ferrari, wrote in his memories: "I met Nuvolari for the first time in front of the Basilica di S. Apollinare in Classe, near Ravenna, during the 2nd "Circuito del Savio". At the start I did not take into consideration that small, thin man; but during the race I realized he was the only one who could threaten my success. I was driving an Alfa Romeo 3 litres while he had a Chiribiri*. We crossed the finishing line in that order, and the same happened a few weeks later at the Circuito del Polesine".

* 1486cm3 powered, versus the 2994cm3 of the RL Sport driven by Ferrari

The Scuderia Nuvolari

Between 1927 and 1928 Tazio made his choice: in order to intensify his own activity as a car driver, he started his own racing team in Mantua. He bought four Bugatti Grand Prix, and then resold two of them to Achille Varzi (Tazio's tough rival; but also one of his best friends) and to Cesare Pastore. The Scuderia Nuvolari's debut, on March 11th, was a triumph: nine days after his second son's birth, Alberto, Tazio won the Gran Prix of Tripoli, scoring his first big international victory. He won also the "Circuito del Pozzo" in Verona, beating the great Pietro Bordino who was to die in an accident shortly afterwwards, during a practice to race the Circuito di Alessandria. So Nuvolari took part in the Circuito di Alessandria - dedicated to the memory of Bordino - honouring the died champion with a great win.

The breaking off with Achille Varzi

Varzi1929 was one of the most difficult years in Nuvolari's life and career. He managed himself his competitive activities, and this was very expensive. The agreement he had with Varzi failed soon afterwards, as two cocks couldn't stay in the same poultry pen. He tried to do his own best, alternating car/motorcycle racing and sporting activities with being a car dealer for Bianchi, Scat, Alfa Romeo and Lancia. He often raced with different cars (Bugatti 35C, OM 665 Speciale, Alfa Romeo 6C 1750SS, Talbot 1500...) but he had such few success. For Tazio, the 1929 was to be considered a year to forget.

 

1930, the turning point

L'anno della svoltaThe turning point dates back from 1930. After the failure in Monza, the Alfa Romeo had not taken Tazio into consideration anymore, but Vittorio Jano had not forgotten about him. He wanted Nuvolari in the Alfa Romeo team and wrote a memorable letter to him.Tazio signed the contract and was soon summoned for testing. The official debut could not have been more exciting: Nuvolari at the wheel of the Alfa Romeo 6C 1750 won the 4th Mille Miglia in a record time. He was the first driver to complete the long and extremely difficult route at an average speed of over 100 KpH. This fact made him immensely popular. The race is remembered for a curious event which is still under discussion: after a strong long distance duel with Varzi, Nuvolari managed to overtake him driving with lights turned off for the last kilometers. His coéquipier G. B. Guidotti, indifferent of all the objections (first of all, that the overtaking took place in the daylight), told in many interviews it was himself to switch the lights off.

The Scuderia Ferrari and Tazio's farewell to motorcycle racing

In 1930 Nuvolari raced even more often, alternating tracks and road competition; especially hill climb. At the Trieste - Opicina he gave the new born Scuderia Ferrari their first win, and soon became their standard bearer. He also won the Cuneo-Colle della Maddalena, the "Vittorio Veneto-Cansiglio and the Tourist Trophy run at the Ards Circuit near Belfast. During 1930 Nuvolari retired from motorcycle racing, activity in which he had excelled for a long time, with four final exploits: among them the Lario Trophy, where he was first overall, first in class, and drove the fastest lap. His 350CC Bianchi crossed the finishing line before all the 500CC motorcycles.

Bugatti and Alfa

1931 was one of the most active years for Nuvolari. He drove for 20 races with at least 3 major victories out of a total of 7: the Targa Florio, the Italian Grand Prix and the Coppa Ciano. He raced the Reale Gran Premio di Roma with an old Bugatti 35C, driving all the other races with the Alfa Romeo cars of Scuderia Nuvolari: the 6CC 1500SS, the Tipo A monoposto and above all the 8C 2300 - versions "Passo corto" and Monza.

1932: a successful season

By this time Nuvolari's star (the "Flying Mantuan", as he was called) blazed in the racing world. Out of 16 races, Tazio won 7: the Gran Prix of Monaco, the Targa Florio, the Italian Grand Prix, the French Grand prix, the Circuito di Avellino, the Coppa Ciano and the Coppa Acerbo. There were also 5 first in class and 9 fastest laps. The only race he did not managed to finish was the Mille Miglia: coming out Florence, his car run out of the road. Nuvolari's triumphal year was made complete by two other titles of great prestige: the Italian driver's championship and the International Championship, won on the basis of the three victories in the Grand Prix races of Italy, France, Germany.

D'Annunzio and the turtle

D'AnnunzioNuvolari's name was frequently seen on the front page. He found himself invited by many of the "Greats" of the time. The poet Gabriele D'Annunzio received him at The Vittoriale degli Italiani, where Nuvolari was given a little golden turtle bearing the dedication: "To the fastest man in the world, the slowest animal". Tazio considered this little piece as a good luck charm, and also a symbol. He had it embroidered on the yellow jersey which he wore to race in, printed on his stationery and painted on the side of the personal airplane that he acquired some years later. He had also some copies made which - just as the poet had done - he gave to friends, those dear to him and also those who could be important.


 

Nuvolari and Mussolini

DuceA few months later, just after Tazio's win in the Coppa Acerbo, Mussolini received him in Rome and posed with him for the photographers by an Alfa Romeo P3.




The divorce from Ferrari

1933In 1933 Nuvolari won 11 races. On the racing side this was certainly a positive season, but otherwise it was characterized by disagreements and tension. Tazio won the Tunisian Gran Prix, the Mille Miglia, the Circuit of Alessandria, the Eifelrennen, the Grand Prix of Nimes and the 24 Hours of Le Mans; but then he decided to divorce from the Scuderia Ferrari. Tazio was led to this move by being convinced that, by going it alone, he could get better cars and make more money, too.
At the start of the Belgium Grand Prix, he appeared with a Maserati 8CM prepared by his personal mechanic Decimo Compagnoni. He won in Belgium, in the Coppa Ciano and in the Grand Prix of Nice, ending the season on the Spanish track in San Sebastian, where he had a serious accident. In 1933 he drove 5 different cars: Alfa Romeo 8C 2300 Spyder (Passo Corto), Alfa Romeo 8C 2300 Le Mans, 8C 2600 Monza, Maserati 8CM. He had also a MG Magnette K3 for the Tourist Trophy where Nuvolari was, of course, first overall.

19331933Tour
L'incidente di Alessandria

1934This season opened with a new formula for Gran Prix cars: a 750Kg weight limit was issued to stop the dangerous escalation of the engine power. Besides, the German car makers (the Mercedes-Benz and the newborn Auto Union) made their entrance and shortly their control was overwhelming. Nuvolari set up his own team with not very competitive cars, so the season was really unfavourable for him. On April 22nd, at the Circuito "Bordino" in Alessandria he had what was to be the most serious accident of his entire career. A little more than a month, however, he stoically started the Avusrennen still on crutches, with his left leg in a cast. He arrived 5th.
1935He run from a circuit to another, with many withdrawls (9 out of 23 races) and quite modest performances. Almost at the end of the season, things went better and he won in Modena and Naples. He drove up to seven cars: Bugatti 59, Maserati 8CM, Maserati 6C34, Alfa Romeo (private, of course) 8C 2300 Monza, 6C 2300 B Pescara and 8C 2600 Monza.

The peace with Enzo Ferrari

At the end of 1934 Nuvolari entered into negotiations with Auto Union. It is known that in September Tazio had a double test drive with the 16C Tipo A rear engine: the first test at the Grand Prix in Spain, on the Lasarte Circuit in San Sebastian; the second in Brno, at the Masaryk Circuit. However, some pilots of the Auto Union (maybe Stuck) opposed to the signing up of Tazio. The engagement was broken, and the "wedding" put off: the Auto Union engaged Achille Varzi.
So "the flying Mantuan" signed the peace with Enzo Ferrari, and in 1935 Tazio was back in the Scuderia Ferrari. He soon began again to win: in the first race of the season (at Pau, on an Alfa Romeo Tipo B called P3), and again in Bergamo, Biella and Turin with a more powerful and modified model P3 of the Scuderia Ferrari.





1935: the "impossible win" at Nürburgring

His most impressive performance was the "impossible victory" in the German Grand Prix at Nürburgring, driving the obsolete Alfa Romeo P3 (3167cm3, compressor, 265HP) versus the ultimate home-teams cars: five Mercedes Benz W25 (3990 cm3, 8C, compressor, 375HP) and four Auto Union Tipo B (4950cm3, 16C, compressor, 375HP).
Tazio knocked everybody out, scoring maybe his most emblematic, epic win.




The record along Firenze-Mare

Before the season ending, he won three more times: the Coppa Ciano, the Grand Prix of Nice and the one at Modena. On June 15th, he set two new international records over the kilometer and the flying mile (timing 321,426 and 323,125 KpH - and touching 336,252 KpH). The car was an Alfa Romeo bimotore, mounting two supercharged propellers (the 8C of the P3, one in the front and the other on the rear). They were 3165cm3 each, for a total power of 6330cm3 and a maximum strength of 540HP (270 x 2).
In the Italian Gran Prix, Nuvolari started with the new Alfa 8C-35 monoposto (single-seater) with whom he won, later, the Modena Circuit.

The Vanderbilt Cup

Nuvolari started the racing season occurring in another accident on May 8th, practicing for the Tripoli Gran Prix. Again he was thrown from the car sustaining multiple contusions and also appearantly cracking a couple of vertebrae. However the next day, although limping heavily, he returned to the track and in a tremendous pain managed to finish eight. On June 7th he beat the German cars in Barcelona, on the 21st in Budapest, on the 28th in Milan, where he was first once more on the Alfa Romeo 12C, beating Achille Varzi's Auto Union. He sent the crowd wild with other two wins (the Coppa Ciano and the Modena Circuit) and finally he conquered the Americas with a runaway win in the Vanderbilt Cup. He drove two Alfa Romeo: the 8C-35 and the 12C-36.1936






1937, a bad year

1937: the German cars dominated all the races, so it was a bad year for all the other drivers. Above all, Nuvolari had a death in his family: on June 27th, while Tazio was going overseas for the Valderbilt Cup on board of "the Normandie", he received a telegram from Mantua telling him of the death of his elder son, Giorgio, from myocarditis. The boy would have been 19 in September; the success of the previous year seemed gone far away. During the race, moreover, the Alfa Romeo driven by Tazio caught fire and the driver once more had to remove himself from the car in haste.
He had another accident (during the test of the Turin circuit), few races (9 alltogether) and only one win: at the Grand Prix in Milan. The 370CV of his 12C-36 were not enough in comparison with the 520CV 6 litres, 16C of the Auto Union Tipo C, and even less in comparison with the 646CV 5.6 litres 8C of the Mercedes Benz W125.

The Auto union and Tazio's coming back to race

In 1938 the season opened with a new formula for Gran Prix cars (3000cm3 limit powered for boasted engine, and 4500 for the sucked-up ones) but the arrangement did not change at all: the Alfa Romeo had on the track the new 308 (2991cm3, 8C compressor, 295CV, 260KpH) but the Mercedes Benz replied with the W154 (2962cm3, 12C compressor, 468CV, 300 KpH). During practice for the Grand Prix of Pau the Alfa Romeo caught fire.
Tazio was bruised and suffered a few slight burns on his face, arms and legs. He was more than anything severely shocked and had a long hard think. He decided to retirefrom racing, but soon he rethought his decision. He then left for a trip to the Unites States: he went to Indianapolis where he tried - wearing shirt and tie, and a borrowed helmet - a couple of single seaters without any satisfaction.
On his return to Europe he signed with Auto Union. They were looking for a pilot who yook the place of the young ace Bernard Rosemeyer, died on January 28th while attempting a record on the Frankfurt-Darmstadt motorway.
After three test drives, he drove the rear engined silver single seater Tipo D to two memorable victories: the Italian Grand prix in Monza and, two weeks later, the Grand Prix at Donington where he threw the Englishmen into ecstasies.
 Cervo 1938

The war and the last race of Auto Union

The racing calendar shortened down as threats of war increased. The II World War had already broken out when the Grand Prix of Belgrade was run on the 3rd of September. It was the last success and the last race of Auto Union. Nuvolari won, ending an extraordinary era which found him as a legendary protagonist.


The second son death

In 1946 Nuvolari suffered another personal tragedy: on the 11th of April his second son died, aged only 18. Somehow he found the strength to start racing again. On the 12th of May he raced at the Grand Prix of Marseilles.He showed that he was anything but past history, doing the fastest lap before his engine let him down. He would race anywhere, anyhow he could to survive his great pain.

"Without steering wheel"

He did not win as often as before, but he became more and more popular. In Turin, on September 3rd, he started the Coppa Brezzi driving a Cisitalia D46. He was in the lead at the end of the first lap. On the second one he passed in front of the pit area waving the steering wheel which had come off in his hands. He did another lap driving the steering column but then he had to stop for the inevitable repairs. He started again and ended the race ranking 13th. The story went around the world and added popularity to his already formidable myth.

The last victories

In 1946 Tazio drove in 19 races, gaining three overall wins. Still with the Maserati, he got at Albi what was to be his last international triumph. Among the car he drove, we can count the Maserati 4CL, Fiat 1100S, and Cisitalia D46.

The Mille Miglia

Nuvolari started only six races in 1947. He had an overall win at the Circuito of Parma. The facts so given make it seem a fairly routine year - not much for a champion like him - but do not tell the whole story. Another race added to the myth: the Mille Miglia. Tazio was 55 but managed his usual incredible feat. He went into the the lead with his little Cisitalia 202 Spyder and was well ahead to the pack. He fought off fatigue (by the way, that year the route was 1800 instead of 1600Km long), vomiting attacks and the rain. An ignition fault was repaired, but a violent storm filled the cockpit with water. He had to stop briefly and, when he restarted, Biondetti's Type 8C 2900 Alfa Romeo Berlinetta had passed him, entering Brescia in the lead. Tazio, who thrilled the hearts of millions of Italians, was right behind him.

Aged 56, his last feat

millemigliaIn 1948 he drove in 5 races, finishing fourth in one, 7th in another and not classified in the rest. However one of these retirements - the XV Mille Miglia - was what many considered to have been his last great drive. The Cisitalia which was especially prepared for him broke during testing and could not be repaired in time. It seemed impossible that Nuvolari could do the race, but the day before the start Enzo Ferrari offered him a 166S. Tazio accepted and on the 2 of May, with no practicing at all (his last drive dated back from September 14th of the previous year!) was at the start. He took off as if he was 20 years old, rather than 56. In Pescara he was leading, at Rome he was 12 minutes ahead, in Livorno 20 minutes, at Florence half an hour. His drive was irresistible, but the car was breaking up. First it lost a mud guard, then the bonnet, the the bolts holding the seats in. Finally, in Reggio Emilia a broken leaf spring pivot blew away the hopes of an happy ending to the last of Nuvolari's epic drives.

In 1949 he only raced once, almost symbolically, at Marseilles where he completed just one lap before handing the Maserati A6GCS to Piero Carini.

The epilogue

1953He was back behind the wheel in 1950, with his final races. He was at the Giro di Sicilia/Targa Florio (1.080KM long!) but had to retire due to the broken gear box after a few kilometers. On April 10th, he raced at Palermo-Montepellegrino hill climb, arriving 5th overall and first in his class. His car was the Cisitalia 204 Spyder Sport elaborated by Abarth. Although he never announced his retirement from racing, this was to be his last win and his last drive, too.
Then he was seen less often, becoming increasingly isolated. His health declined and he died on August 11th, 1953, in his bed and not (as he had so frequently chanced - and what could have perhaps wished for him) at the wheel of a car. Ferdinand Porsche said then that Nuvolari was "the greatest pilot of the past, the present and the future".


понедельник, 20 августа 2012 г.

BEWARE OF FAKE !!!

BEWARE OF FAKE !!!  
We found low quality China FAKES looks like our figures !!! They use SF logo but FAKE too !!! This is Enzo Ferrari FAKE SF figurine!!! also they have Stigs, 007, and many other. They looks realy bad please note!!!





Please note, each original SF figure is numbered, they have original package, sertificate ,and HI-END Quality ! You can buy them only from us. Here our official e-bay shop or look at our dealer shops !!!

вторник, 14 августа 2012 г.

Carl benz & Gottlieb Daimler 1:18

Carl benz & Gottlieb Daimler set 1:18 by Scale Figures
limited to 60. SF118013






 

Gottlieb Daimler 1:18

New release by Scale Figures
Gottlieb Wilhelm Daimler 1:18
limited to 50. SF118010

Gottlieb Daimler was born in Schorndorf on March 17, 1834. In addition to his studies at the Schorndorf "Lateinschule", he attended a drawing school which only gave lessons on Sundays. Daimler's attendance at the school was proof of his early interest in engineering. In 1848 he served an apprenticeship as a gunsmith in Schorndorf under the watchful eye of the master craftsman Wilke, which he completed by successfully making a double-barreled pistol.  
After a period abroad which he spent studying mechanical engineering, he attended the technical college in Stuttgart form 1857 to 1859. At the end of 1863 and after undertaking various technical jobs he was made a manager of the Bruderhaus mechanical engineering factory in Reutlingen where he was also to meet Wilhelm Maybach (future release by Scale Figures 2013)  in 1865.
On November 9, 1867 he married Emma Kurtz from Maulbronn. In 1869 he became workshop manager of a mechanical engineering company in Karlsruhe before joining Otto and Langen in 1872 at Gasmotorenfabrik Deutz, where he worked as technical manager until he left in 1882. That was where he familiarized himself with the four-stroke principle pioneered by Otto.
The experimental workshop in Cannstatt
In 1882 Daimler purchased a villa on Taubenheimstrasse in Cannstatt for 75,000 goldmarks which he could afford through his work in Deutz and thanks to the settlement he received from the company. There was a greenhouse in the villa's extensive garden to which Daimler soon added a brick extension in order to create an experimental workshop. He also took this opportunity to widen the garden paths to allow vehicle access.
Daimler's basic plan was to create gasoline-only engines and to use them to power every conceivable type of vehicle - on land, water and in the air. He naturally returned to Otto's four-stroke technology as the basis for his engines. However, the complex ignition mechanism of the engine did not allow for high engine speeds. After intensive testing, Daimler was granted a patent for an uncooled, heat insulated engine with unregulated hot-tube ignition.
The Patent DRP 28022 was a masterpiece in terms of wording as, strictly speaking, it adhered to Otto's four-stroke principle. The Patent 28022 sparked a bitter struggle in the patents court involving the Deutz company after Daimler refused it free rights to use the unregulated hot-tube ignition system. However, the high court upheld Daimler's claim after he made a personal appearance at the hearing.
The "small model engine"
At the end of 1883, the first test engine was put into operation. It had been cast in the Kurtz bell-foundry and appeared in their books as a "small model engine". Thanks to hot-tube ignition and using an exhaust valve regulated by curved groove control the engine reached 600 rpm, easily outstripping the performance of all previous engines whose speeds were limited to a maximum 120-180 rpm.
The "grandfather clock" and the "riding vehicle"
The next test engine was known as the "grandfather clock" on account of its appearance. The output of the first 1884 version was 1 hp at 600 rpm. This design, which concentrated on offering a light-weight, compact product, paved the way for Daimler and Maybach to install an engine in a motor vehicle. A wooden-framed motorcycle, also described as a "riding bike" or  was used as the first test object.
The one-cylinder engine, which had been further reduced in size from the "grandfather clock" model, was built into the vehicle under the driver's seat. On August 29, 1885 Daimler was awarded Patent 36423 for this "Vehicle with gas or petroleum drive machine", in the words of the patent specification.
The "motorized carriage" as the world's first four-wheeled automobile
By the spring of 1886, Daimler had already ordered a vehicle, described as an "American" carriage, from the Stuttgart firm W. Wimpff & Sohn. Manufactured in Hamburg and assembled in Stuttgart, the vehicle was delivered on August 28 and secretly taken to Daimler's house, allegedly as a birthday present for Daimler's wife. Old documents show that Daimler paid 775 Marks for the carriage. The engine, fitted - along with the drawbar steering - under the instructions of Maybach in the "Maschinenfabrik Esslingen" mechanical engineering plant, generated 1.5 hp and was built according to the grandfather clock template. The engine's power was transferred by belts. This Daimler "motorized carriage" represented the world's first four-wheeled automobile.
Daimler-Motoren-Gesellschaft
The next test vehicle after the motor carriage was a boat. Patent DRP 39367 refers to a "fitting designed to operate the propeller shaft of a ship using a gas or petroleum drive machine".
In June 1887 Daimler moved to new production facilities on the Seelberg hill. Daimler employed 23 carefully selected workers and his secretary Karl Linck took over responsibility for the accounts and correspondence. A workforce of this size was, of course, far too large for a purely testing operation and costs exhausted a large slice of Daimler's personal fortune. Furthermore, the profits being made at the time, mostly from the successful boat engine business, were not sufficient to balance the books.
The tight economic situation forced Daimler to seek partners. This resulted in the arrival of the managing director of Köln-Rottweiler Pulverfabrik, Max v. Duttenhofer and a friend of his, Wilhelm Lorenz.
On November 28, 1890 a joint-stock company was founded under the name of "Daimler-Motoren-Gesellschaft" and with the aim of continuing the activities carried out at Seelberg. Under the terms of the consortium agreement Maybach was to be appointed technical director of Daimler-Motoren-Gesellschaft. However, the terms of contract were not acceptable to an expert of Maybach's calibre. This resulted in Maybach leaving the company on February 11, 1891.
The conflict between Max Duttenhofer and Gottlieb Daimler
At the center of the disagreement which developed between Duttenhofer and Daimler were product-related issues. Whilst Duttenhofer's priorities lay in manufacturing stationary engines, Daimler's vision was one of vehicle production. As it became clear that the impasse could not be resolved, Daimler resorted to more cunning methods. The development side of the business was to continue independently of Daimler-Motoren-Gesellschaft and with the participation of Maybach. This plan allowed Daimler to kill two birds with one stone as he would have been forced to pay Maybach a not inconsiderable sum had his contract been terminated. For the second time Maybach's home, now at Königstrasse 44 in Cannstatt, had to be pressed into service as a design office. In the one-and-a-half years up to 1892 design work was carried out here.
In the fall of 1892 Maybach rented out the garden hall of what was formerly the Hotel Hermann on Daimler's behalf. What once formed the backdrop to formal gatherings was now the scene of automobile research. The patents for the designs thought out here were registered in Maybach's name as a cover. Daimler merely looked after the financial side of the venture, Maybach enjoying a free reign as far as design was concerned. Among Maybach's most significant inventions of this time were the Phoenix engine and the spray-nozzle carburetor which replaced the surface carburetor.
DMG found economic success hard to come by after Maybach's departure. It says a great deal that Daimler and Maybach's inventions were first used commercially abroad, France in particular. From 1890 the only engines that the two automobile pioneers Panhard and Levassor built into their vehicles were the two-cylinder V-type engines developed by Maybach, the license rights for which they had acquired from Daimler in 1889.
The final years
Gottlieb Daimler had long been suffering from a heart compliant. In winter 1892/83 he fell ill again and was sent to Florence in the spring to recuperate. There he was reunited with Lina Hartmann, née Schwend, the widow of a hotelier in the Tuscan city who he had been introduced to previously by friends in Cannstatt.
His first wife Emma had died on 28.07.1889 and the sophisticated Lina Hartmann, 22 years his junior, made such an impression on him that he decided to marry her. The wedding took place on July 8, 1893 in Schwäbisch Hall and they had their honeymoon in Chicago where Daimler seized the opportunity to visit the world exhibition being held in the city at the time.
Daimler's health problems started to have a detrimental effect on his handling of DMG. For example, in 1893 he rejected an offer to acquire a further 102 shares which would have guaranteed him a majority holding. Indeed, this may well have been because he himself had doubts about the future prospects of the company.
The increasingly tense relationship between Daimler on the one side and Lorenz and Duttenhofer on the other eventually led to them effectively excluding Daimler as a shareholder, by demanding that debts of 400,000 Marks be settled that Daimler-Motoren-Gesellschaft had run up with the bank. They threatened Daimler with bankruptcy if he failed to do this, and gave him only one other option: to sell them his stake in the company and the rights to his inventions for a price of 66,666 Marks.
In order to avert bankruptcy, Daimler reluctantly agreed. However, jettisoning Daimler did not bring the company any more luck, technical success evaporated and the balance sheets were making increasingly depressing reading. Maybach turned down an offer made to him in 1895 by Daimler-Motoren-Gesellschaft saying that he would never return without Daimler. Duttenhofer, not exactly an emotional character in his business dealings, would never have agreed to this had a new set of circumstances not forced a change of heart in the Daimler-Motoren-Gesellschaft management.
Thanks to the Maybach-designed Phoenix engine, Daimler engines had gained international prestige and a group of British industrialists fronted by Frederick R. Simms were looking to acquire the license rights to this engine for Britain. They were prepared to pay a stunning 350,000 Marks, on the condition that Daimler returned to the company. The Supervisory Board had to swallow its pride and agree to the deal as they simply could not refuse a sum so high given the precarious financial situation the company found itself in.
The return of Daimler and Maybach to DMG
The return of Daimler and Maybach brought about an undreamed-of reversal in fortunes. Daimler's stake in the company worth 200,000 Marks was returned to him along with an additional 100,000 Mark bonus. His position on the Board was one of expert advisor and general inspector, whilst Maybach was appointed on a contract from November 8, 1895 as technical director of Daimler-Motoren-Gesellschaft. He also received the shares worth 30,000 Marks that he was entitled to through his 1882 contract with Daimler.
For Maybach, the main priority was to rebuild the competitiveness of Daimler-Motoren-Gesellschaft on a basis of technical progress and reliable products. An important basis was provided by the designs developed in the Hotel Hermann.
Daimler himself was to stay another four-and-a-half years until his death on March 6, 1900.