Author: mark

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Photo: Wikipedia

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Photo: Wikipedia

4-dr was a Tempest – 5 built, 4 recalled and destroyed

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Sphinx bonnet mascot features Armstrong Siddeley Sapphire jet engines

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Photo: Wikipedia

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Typically 1946, and facing a bombed-out factory, lost drawings and skills, and steel shortages, Alvis reworked a pre-War car. Wider and longer then the 12/70, saloon bodies from Mulliners and DHCs from Tickford and Carbodies, some specials.

Expensive Tickford DHC has pram irons on the hood; Carbodies’ version did not.

Alvis took the cue from a special commissioned from Belgian coachmaker Bidée, and launched their first post-war sporting car. Bodies were difficult to source but AP Metalcraft took a contract for 100.

Photo: Wikipedia

The pre-war 4 engine was a stopgap, and Alvis had been working on a new unit, originally expected also to be available as a 2-litre 4. But the styling stayed pre-war, updated only with fared-in headlights and a lengthened tail. IFS was new too.

Alvis also needed to fit the 6-cylinder engine in their sportscar to have a hope of competing with faster cars, and they continued with AP Metalcraft to fit a TB14-style rear half to a TA21 chassis and front end. Customers preferred the TA21 DHC.

Photo: Wikipedia

Bodies by Mulliner (shortly to be purchased by Standard-Triumph); DHC by Tickford (just having been purchased by Aston Martin). Higher compression engine of the TC21 plus improved exhaust gave 100 mph, and a boost in the marketplace.

Bonnet air scoops, slimmer door pillars, chrome window surrounds, badging

Swiss company Graber’s very high-quality specials came to rescue Alvis from their coachbuilding difficulties, and unsustainably old-fashioned looks. They, and bus-builder Willowbrook, made small batches for Alvis for the UK market.

After fruitless talks with other coachbuilders, eventually a deal was done with Rolls-Royce subsidiary Park Ward, which kept both parties going nicely. PW’s more modern methods kept prices down, and production started in earnest.

Mk2 cars had recessed driving and fog lights

Fully upholstered and lined hood dropped into a well behind the rear seat where it could be covered with a tonneau. This gave it more elegant lines with the top down than those of most of the competition.

Mk1 cars had air vents above the driving lights.

The TE21 gained Dunlop discs brakes all round and stacked twin headlights. The TF21, the only production Alvis made under Rover ownership, saw a significant tune-up, and a new ZF 5-speed gearbox (BW auto optional)

Final DHC, with same updates as the saloon, including uprated rear springs.

Just after the Rover, a protoype next generation Alvis was built on Rover P6 underpinnings, with independent front suspension and de Dion tube rear. It was styled by David Bache, and build by Radford. Did not survive the BL takeover.

A Rover project team prototype made by Alvis and another possible future model, also too niche for Leyland. Again loosely P6-based, the mid-engined monocoque, V8 coupé with the gearbox under the rear seats and an Alvis-designed chain-drive.

Now owned by Red Triangle, Alvis picked up where WWII interrupted the planned production run of 150 cars. These models closely following the original drawings, including engine castings; modern fuel injection, brakes and gearbox.

Along with other jobbing contracts, including for Zenith carburettors, Alvis made scooters. John ensured that he had the capability to make most things in-house (although car bodywork was outsourced).

The cars which established Alvis (jobbing engineers and makers of stationary engines) as a quality light car maker. SV engine designed by de Freville. An OHV Super Sports model lapped Brooklands at 80 mph.

Captain Smith-Clarke joined Alvis from Daimler in 1922, and became the driving force behind the alloy duck’s back SA, and all subsequent models (Dunn was Chief Designer).

Despite increasing production, cashflow issues led to coachbuilders briefly putting Alvis into administration in 1924. “S” later meant ‘sports’, but tourers and Alvista saloons were made on longer chassis.

Inlet flow was improved in 1926 and the production ‘big port’ SD was guaranteed to do 80 mph at Brooklands.

The engine was now bolted to the chassis without the previous subframe. The engine was enlarged; Alvis’s own 4-speed gearbox continued.

A singnificant move up market. 4-wheel brakes! Silver Eagle had bigger engines. Sports model of 1929 had triple SU cars. Shortened and lowered in 1930

Alvis were convinced of the advantages of FWD, and experimented with racers in 1925, then in 1926-27 by two GP cars. They competed in the British GP and the 200-mile race both at Brooklands, but engine failure stopped play.

Alvis entered two S8 cars in their only attempt at Le Mans – they came 6th and 9th, and won their class. One survives; the one shown is a well-known contemporary replica with S4 engine on the short FD chassis.

Alvis marketed their 1925 FWD competition car as the 12/80 in 1925, but none sold. But alongside the sportier cars, Alvis expected FWD to take over their saloon and tourer ranges too. Sadly, the public was not ready.

Photo: Red Triangle

After disappointing sales of the FWD 12/75, the long-running 12/50 was upgraded as a stopgap. The car was widened for more space, the fule tank was relocated, and coil ignition and harmonic damper added.

TK got twin carbs, and adjusted gear ratios; TL got knock-on wheels and a rev counter.

Sleek modern bodies from VDP and Charlesworth, on lower chassis. 4-speed syncro, ind suspension (from ’34) and Lucas P100 headlights. Kept up with the competition but getting heavier – bigger engine but also lengthened from 1935.

Just as the 12/50 had allowed Alvis to go upmarket with their 6-cyl cars, so the Firefly downsized the Speed 20 for the next generation of 4-cyl cars. Revised engine (same stroke as 6-cylinder). Firebird got bigger engine and syncro.

Firefly spare wheel is on boot; Firebird has it on LH running board

Luxury model on longer wheelbase, complementing the sporty ‘Speed’ models. Late models had detuned 3.5-litre engines.

Luxury grand tourers usually on longer wheelbase chassis (but VDP short chassis. Powered by the biggest Alvis engines, with seven main bearings, twin electric fuel pumps and triple SU carbs. Genuine 100 mph from late cars, but very thirsty.

Upgraded Speed 20 with the new 3.5-litre engine. Running boards removed from 1939. Twin side-mounted spare wheels. Fast but thirsty.

Cut-price Silver Eagle, designed by George Lanchester (q.v.). Slotted in below the Crested Eagle, and effectively replaced the Silver Eagle.

Photo: Wikipedia

Final 4-cylinder pre-war car – simpler and cheaper to build. George Lanchester’ last car – including new monoblock engine (same capacity as before). Horizontal slatted grille.

Photo: Wikipedia

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Ex-Argyll engineer bought coachmakers to make high-quality aluminium bodies, Rolls-Royce-style radiator, and an engine from Gwynne who bought out the company in 1920. Expensive and poor reliability reputation – most made by 1923.

Photo: Wikipedia

Plumber and gas-fitter Frederick Bremer built the first British four-wheeled car with an internal combustion engine. In 1894 he drive it on the roads of Walthamstow, his home town, where it still lives.

Photo: Wikipedia

Knight was stopped in a car of this model for exceeding the speed limit in Farnham in 1895: this was the first motoring offence in Britain. The follwoing year, he demonstrated it at the first small Crystal Palace Motor Exhibition

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Founded in 1899 in Glasgow, Albion initially focused on cars (8 – 15 HP), but focused on commercial vehicles after WWI, eventually becoming part of Leyland Trucks.

Maker of Britain’s first car, and the world’s first off-roader! This example was driven by Shuttleworth in 1931 from the bankrupt Arrol Johnston works in a 23-hr non-stop candlelit trip from Scotland to Bedfordshire.

Open car

Napier were the first British manufacturer to recognise the value of publicity from motorsport, and the car shown is Britain’s first oldest surviving racing car. Napier were a competitor of Rolls-Royce who just beat them to buying Bentley.

Designed by Captain E Baguley the first cars from Birmingham Small Arms were produced in various forms with capacities ranging from 2.5 to 4.2 litre. The larger cars were based on the 1907 Peking-Paris Itala.

Photo: Grace’s Guide

See also: BSA FWD Club

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Photo: Flickr

Made in the 2nd largest car factory in the world (in in Alexandria, Dunbartonshire), and known for reliability. Didn’t survive beyond 1914 after death of its founder, and patent disputes.

Car No. 1 (with advanced single-cylinder engine) was destroyed in WW2. Car No. 2 (shown), ran in the 1900 1000-Mile Trial.

Photo: Science Museum

Small numbers of 10 (4033cc), 12 (4033cc) (shown), 16 (4838cc), and 18 HP (4838cc) mid-engined horizontally-opposed twins were made. Water-cooled (except 10). In-house bodies from 1903. Tiller steering.

Photo: Jaguar Heritage Trust

The company was relaunched in 1905, making the company’s first 4-cylinder car. Engines featured pressure lubrication, and were mounted between the front seats, resulting in the driver sitting well forwards, and the car having no bonnet.

Lanchester specification started to become more conventional with tiller steering and two-lever gear changing being replaced. However, a prototype 50 HP was built in 1907 with a 8145cc engine.

Photo: Wikipedia

Considered one of the finest cars available, smooth-running and smooth-riding on its pressed-steel chassis and cantilever suspension. Bodies still made in-house. The engine location made it spacious but old-fashioned until the 40.

‘Phaeton’ or ‘torpedo’ tourer, brougham, landaulette, limousine (inc hardtop)

Photo: Wikipedia

During WWI, Lanchester produced artillery shells, aircraft engines, and these armoured cars built on their 38hp chassis. The wick carburettors were less prone to clogging in wartime conditions.

Lanchester’s challenge to Rolls-Royce and Napier. Introduced just before the War (with a side-valve engine – see above), and the initial focus thereafter. George’s first designs, and the first cars with a bonnet.

Photo: Jaguar Heritage Trust

Lighter car in keeping with straightened times.

Saloon, limousine, tourer, coupé (inc doctor’s coupé, drophead), landaulette

Photo: Classic Valuer

Fred worked for over a decade on his ideas for a hybrid petrol-electric car, building a number of prototypes. Engineering Heritage Award 2024. Petrol engine at the rear. Wooden frame and suspension.

Photo: Birmingham Museums

More stable and more heavily armed and armoured than its predecessor, the 6×4 was primarily used for colonial policing due to its large size and poor turning circle, which made it ill-suited for European reconnaissance.

Also a staff car, ambulance and military truck

George paid great attention to the details of the smooth-running straight 8, and the car competed directly with Rolls Royce.

Saloon, limousine, landaulette, Coupé de Ville, Tourer, coachbuilt specials

The world’s first commercially available petrol car. Example shown is Mercedes’ own replica. In 1888 Benz’s wife Bertha drove her sons in a model 3 for 194 km.

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Marot-Gardon was a French automobile manufacturer, between 1899 and 1904. The company, based in Corbie, began with the manufacture of racing tricycles, but by 1900 had progressed to the construction of a 4½ cv “miniature carriage”.

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Marriage of former TR3S chassis, glass fibre TR4-previewing body, and a brand new twin cam ‘Sabrina’ engine for Le Mans 1960 and 1961 (when it won the prestigious Manufacturer’s Team Prize).

Enlargement of the TR3 (q.v.), styled by Michelotti. Wider track for better handling. Lower bonnet line, with bulge to clear the carbs. Wind-up windows, improved fascia.

Named for a traditional coachbuilding style, this version had a reinforced rear window frame offering some roll protection, and a winter steel roof panel, and summer removable vinyl soft top and frame, storable inside the car.

Coupé conversion by Harrison of Hove, and marketed by the Dove main dealers.

Photo: Wikipedia

Triumph’s response to the Healey Sprite, buoyed by good TR4 sales, facilitated by availability of the Herald (q.v.) chassis (used without side members), and Michelotti’s styling talent. Engine and suspension were tuned appropriately.

Independent rear suspension bassed on the Triumph 2000 (q.v.); corresponding front suspension changes. Veneer dash.

Marriage of the shape of the forthcoming GT6 built in glass fibre, standard Spitfire block, and special cylinder head for Le Mans 1964 and 1965 (achieving 13th and 14th overall). There was also a rally version.

Photo: Canley Classics

A bit more power, and less spartan interior. Optional wire wheels, hardtop and overdrive. Launched just after the Spitfire’s Le Mans appearance.

Fastback version of the Spitfire adopting the S6 engine from the Vitesse (q.v.). Nicely equipped and styled by the press as the ‘poor man’s Jaguar’ (initially cheaper than the more spacious MGB GT but exactly the same as the TR4A).

Larger engine with an 8-port head (with learnings from Le Mans). Proper foldaway hood, raised bumper at the front, new lights at the rear.

Long-stroke engine with Lucas fuel injection. The fuel injection could not meet new US emissions standards, despite high hopes: Stromberg carbs managed to comply, albeit with much less power. Interior revised for new US safety rules.

Lower wishbone rear suspension with rubber doughnuts adopted from FWD drive shafts. Many other detailed improvements, including in ventilation. TR5 cylinder head fitted.

Denied the performance gains of fuel injection, the Americans demanded a new body. With Michelotti unavailable (despite a beautiful 1968 show car), and a shortage of die-making capacity, Leyland turned to Karmann for a new dress.

Dramatically improved rear suspension. Larger engine but no faster. Proposals for a more radical front end with pop-up headlights were put on hold, pending safety regulations. Corporate chopped rear end adopted. Improved fascia.

Styling updates in common with the Spitfire Mk Iv launched at the same time.

Finally, the 1500 engine was fitted, updating the performance of the final model.

Born from a 1968 Michelotti show car (the 2000 (q.v.) got the front-end first, but never got the V8 engine). Elevated Triumph to Mercedes SL territory but suffered engine quality issues. Nevertheless, a much-loved and accomplished GT.

Most cars are Mk2 (1972-). Mk 1 (originally) had steel wheels with rostyle trims, hood side windows, grey badges, no side stripes, and other minor differences.

Attractive coupé along the lines of a scaled-up GT6, which probably would have made it to production had it not been for warranty claims on the open car.

A new generation TR with modern wedge styling and interiors. Heavily influenced by new and predicted US safety standards. Slant 4 Dolomite engine. Initially made at the Speke plant on Merseyside.

Stag replacing 2+2 coupé killed off by a major strike at the Speke factory.

Convertible version not originally envisaged due to expected safety rules. with Much body strengthening. Launch delayed by the strike hastened the end of the brand, and resulted in relocation (like the coupé) to Canley and then Solihull.

Competition version. Originally used Dolomite Sprint engine (in 1980, 25 or so cars had O-Seres engines fitted – one turbo version managed 129 mph but not competed). Most cars used the V8 of the forthcoming TR8.

The TR7 was always designed for the Rover V8, rather than the Stag engine (which was effectively two slant 4 TR7 blocks). Its launch was delayed beyond the point of no return for the model. 60 ish 16v TR7 Sprints were made in 1977.

Replacement for the Standard 8 and 10 (with a Standard-type name). On a chassis as Standard-Triumph struggled to source monocoques. Smallest turning circle of a production car, excellent all-round vision, independent suspension.

S had reduced chrome and lower equipment level

Other bodystyles made easy by the ‘unboltable’ saloon bodies and roofs. Convertibles from 1960.

S had reduced chrome and lower equipment level

Bigger engine, higher geared, rubber bumpers, optional front disc brakes. Coupe stopped in 1964.

Higher-tuned engine, nicer interior with padded dash, and a sliding sunroof.

Van

Six-cylinder sports saloon or convertible.

Unique prototype.

Bigger engine, restyled front end

Convertible version.

Bigger engine

Re-engineered rear suspension, and restyled front end.