Following the war, Delahaye attempted, in 1927, to increase profits by adopting a modest form of assembly-line production, in a tripartite agreement with FAR Tractor Company and Chenard & Walcker automakers, and Rosengart, an entry-level manufacturer of small family cars. However, the range of vehicles undertaken to produce was excessively extensive, too diverse, and totally devoid of practical standardization. The collaboration did not last long as shrinking sales volume threatened the company's survival. By 1931, the triumverate had disintegrated. It has been alleged that Weiffenbach met with his friend and competitor Ettore Bugatti, to seek his opinion on turning Delahaye around. In 1932, Desmarais's widow and majority shareholder, Madame Leon Desmarais, instructed Weiffenbach to develop a new, higher quality, and considerably sportier automotive-chassis line, with an appealingly distinctive appearance, improved horsepower, better handling, and a higher price-point. Delahaye was repositioned to appeal to a wealthier, younger, more sporting oriented customer base. Varlet was instructed to establish both the new drawing office, and the racing department, neither of which Delahaye ever had before. Weiffenbach hired Jean François, as Varlet's assistant, and the company's designer and chief engineer. Delahaye had escaped near disaster, to arise with virtually immediate success, in the new Type 134, followed almost immediately by the International speed record setting Type 138, and then the model that made Delahaye deservedly famous: the Type 135.
