Author: mark

Crossley initially focused on large, luxury vehicles, with the first batch on a French chassis, and chain drive. Used their own engine, cast in cylinder pairs. Only survivor is in the Science Museum collection.

Photo: SMG

More economical models were also made available. The T5 15 HP shown was a smaller engine on the heavy chassis. Shelsley models were more sporting (introduced after the 1912 Shelsley Walsh Hill Climb victory).

The Shelsley introduced the characteristic V radiator

The iconic rugged WWI Royal Flying Corps staff car and ambulance tender, earning Crossley global renown for reliability. Post-war, it was adapted for wealthy civilian buyers, with larger engine and premium, coachbuilt bodies.

Swallow-bodied Austin Seven, the first rebodied cars.

Swallow-bodied Wolseley Hornet. Last of the rebodied cars – FIAT and Standard cars were also rebodied.

So to complete cars, albeit still on (specially built) Standard rolling chassis and engines. A groundbreaking coupé with low, rakish styling and high standards at highly competitive prices. Heavily revised each year.

Airline featured fastback art-deco roofline with dual wing-mounted spares

Similar to earlier rebodied Standards, the SS2 first had a Little Nine engine, from ’34 updated to the 10/12. Again nicely made, with opinion-dividing looks. Out-performed by rivals – including Triumph, later bought by Standard to compete.

Only made for a year, this well-received car laid the foundations for future 6-cylinder Jaguars. Much shorter than the SSI and better proportioned and better handling. Good for 90 mph, for a comparatively modest outlay.

Photo: Flickr

Iconic 1930s sportscar, albeit not an immediate hit with purists. Superb power-to-weight ration from new OHV engines developed with Standard. A startling 95 mph for £395, or 105 mph and 0-60 in 11 seconds. Tricky handling at the limit.

Much more modern looks, but not really enough power for the body, but the upgrade to overhead valves in 1938 helped. Useful volume and cash generator for the business, and an entry level Jaguar for the market.

Photo: Wikipedia

The car which made the name for Jaguar saloons. New frame. SS OHV head then also used on the SS100. All-steel body (and hidden spare wheels) on saloons from 1938 – a big move for a firm which started as a coachmaker.

Photo: Flickr

Restyled pre-war small Daimler. Consort was a further update with the curved radiator grille from the Sports Special.

The post-war limousines were as smooth as ever, but with stiffer chassis and coil spring IFS. Wings and running boards more integral. Engine modified from that of the wartime armoured car. DH27 was LWB. DE36 was final straight 8.

Enlarged Consort. Retaining the pre-selector gearbox and fluid flywheel, they introduced modern styling, improved independent suspension, and high-speed cruising capability to rival contemporary Rolls-Royce and Jaguar models.

Consort replacement. Austerity luxury based on the Lanchester Fourteen. The Century, upgraded to twin carburettors, a modified alloy cylinder head, higher compression and 100 bhp.

The roadster was first with the Century updates (but not the name), and was followed by the 4-seater Carbodies/Lanchester DHC with half-power top. Both were replaced by the 3-seater New DHC (shown).

Last of the fluid flywheel cars, and replaced the final straight eights. Half a ton lighter but initially under-powered and overpriced. The launch was overshadowed by the extravagant Docker Daimler ‘Stardust’ show car.

Photo: Wikipedia

The last traditionally chassised Daimlers, with substantial coachbuilt presence. Edward Turner’s hemi-head V8 engine on the Major gave effortless high-speed cruising. The DR450 was the stretched limousine version. 4-wheel disc brakes.

The first use for the celebrated Turner V8. Ladder chassis heavily adapted from the TR3. Early cars suffered from severe chassis flex, badly affecting the GRP bodywork. Jaguar remedied this with stiffened chassis from 1961.

Marriage of the smaller Turner V8 with the Mk II Jaguar body. Manual available from ’67 but rare.

The last Daimler body – but modified from a Jaguar 420G monocoque, and with that car’s engine.

Quick revival from the boarded-up car engine foundry. Light, shorter wheelbase cars and standard cars, were made against limousines with reinforced chassis.

M20 was short-lived 4 cylinder stopgap using commercial castings

Updated 3-ton industrial lorry (and bus) chassis. Replaced the CJ/CK (itself an updated CB, which had also been used for charabancs).

The ‘Worthington’ survivor at Beaulieu actually has a 30 HP car engine.

An era of downsizing to target the emerging middle-class “owner-driver.” These platforms packed complex, miniature cast-iron sleeve-valve internals into smaller physical footprints. 12 was the same as the BSA.

Photo: Wikipedia

A landmark British luxury car. It introduced a refined 5.8-litre, six-cylinder engine utilizing advanced steel Knight sleeve valves. Crucially, the first Daimler with four-wheel brakes.

Photo: Wikipedia

Pomeroy’s ultimate luxury titan – paired sleeve-valve blocks shared a crankshaft, but nothing else. Renowned for its silent, effortless power, the car became the definitive choice for royalty and global elites during the roaring twenties.

Photo: Flickr

Used steel Knight sleeve valves to achieve mechanically quiet, smooth operation. They offered signature Daimler refinement and four-wheel braking on lighter, more practical chassis sizes than the brand’s larger models.

First of the pushrod Daimlers, with bigger engine and more power and about 70 mph from 1935. LQ20 was an enlarged version with a bigger engine, of more robust architecture to handle the extra torque.

Photo: Flickr

Pomeroy’s straight eight. V26 (replaced by 4.5-Litre) was the heavy, Royal limousine (latter landaulette or Sedanca de Ville). ‘Light’ version (shown; replaced by 4-Litre) a comparative adjective only, but a credible Bentley rival.

LQ20 replacement but lighter and faster – identical to the Lanchester, but with fixed head. EL24 was the compact limousine: 10 in longer wheelbase than the Light 20 but smaller than the 8s and 12s (and removable head).

Small Daimler on wider track than the old 15. Underslung from DB17/2, bigger engine from DB18. 35 Special Sports were built but at least half destroyed by a wartime bomb.

Photo: Flickr

Designed by BSA to War Office specification, the first run was completed before the outbreak of war, and used by the BEF. The adapted DB18 engine, with pre-selector and fluid flywheel was suitably quiet. 4×4. 4-wheel steering (later deleted).

Photo: Flickr

Scaled-up Dingo with specially-developed engine. 4×4. Turret with 2-pounder gun. Highly reliable after teething problems delayed initial production. Often patrolled in pairs with two dingoes.

Photo: Flickr

Daimler’s earliest vehicles, including the Grafton Phaeton, mimicked horse carriages. Powered by 4–6 hp twin-cylinder engines with hot-tube ignitions and tiller steering, these pioneer machines laid the foundations for British royal motoring history.

These pioneering cars, with front-mounted, 4-cylinder engines (rated 6-28 HP) and early fluted radiators, defined luxury for speed-seeking Edwardian aristocrats. Engines (but not unstable chassis) under licence from Germany.

This was bought by John Montagu in 1899, raced against Charles Rolls and in the 1900 Thousand Mile Trial. 2-cyl utility and postal vans available 1900-02 (c. 50)

An over-engineered car, with short chassis and chain drive, and new hallmark finned radiator, which successfully secured the brand’s legendary status with British royalty. Throttle was by hand lever and a centrifugal cruise control!

TO and TM were chain-driven monsters with 150 mm stroke and >2-litres/cylinder. A quintessential Edwardian limousine, but as a tourer could hit 60 mph. Small wonder stripped-down racers dominated hill climbs and speed trials.

The Detachable Top Limousine shown is the only survivor. The “top” is the entire passenger compartment, and could be changed for a summer tourer.

The official, factory-built works racing car. Stripped of heavy coachwork, its lightweight, short-wheelbase chassis housed a thunderous 8.5-litre poppet-valve engine, famously conquering early Shelsley Walsh hill climbs.

The Gaydon car is a sister car identical to the 1905 Shelsley Walsh Hill Climb

The TB debuted Daimler’s whisper-quiet and vibration-free “Silent Knight” sleeve-valve engines, and torpedo bodies. From 1911 a smaller 4 was paired with silent worm-gear final drives. Transformed Edwardian passenger cars into luxury cruisers.

Transitioning from the rare 22hp four-cylinder and initial 9.4-litre TC56, production scaled into the refined 1913 TE30 six-cylinder and peaked with the monumental, 10.1-litre TH57 state carriage, defining unstrainable Edwardian luxury.

The Gaydon TE30 was rescued from the St Petersburg via the Isle of Wight

The rugged side-chain-driven CB and Daimler-engined AEC formed the backbone of Britain’s WWI light transport, hauling vital supplies at railheads and the muddy battlefield final mile. Not until 1917 did maintenance (and smoke) issues finally end it.

This one saw war and postwar service – restored & maintained by Watts of Lydney

British Mark I to Mark IV tanks relied exclusively on Daimler’s massive sleeve-valve tractor engine. Mounted open inside the cabin, the low-revving powerplant delivered the brutal torque required to haul 28 tons of armour through the Somme mud.

This one was delivered on Armstice Day, so saw 30 mins WWI flying time.

Daimler built hundreds of combat biplanes under government contracts, including the Bristol B.E.2, B.E.12, and the Royal Aircraft Factory R.E.8 reconnaissance bomber, as well as thousands of aircraft engines including Gnomes and BR2s.

This one was delivered on Armstice Day, so saw 30 mins WWI flying time.

Thirties design with post-war refresh. On 105/112/115/115 inch wheelbase chassis. Dignified and refined cars, with the 12 tourer being notably pretty. The pre-war 20 did not continue after the war. Heater standard from ’47.

Interim update with coil spring ifs, IOE cylinder heads, electric fuel pump. Traditional styling and free wheel retained.

Radical slab-sided redesign and famous cyclops spotlight until 1952 facelift. Hydraulic brakes from ’52 and floorshift from ’54. Revised in 1955 with larger engine, and 3-piece wraparound rear screen. Wing-mounted sidelights from ’57.

A few Pininfarina coupés and DHC were made too.

P4 economy model with 4-cylinder Land Rover engine. Still quite thirsty.

Various iterations of range-topping sixes. Overdrive an option (rather than freewheel). 90 had 90 bhp and 90 mph. 105 bought in facelift in ’57; S had twin cars, two-tone paints and overdrive. 80 and 100 1960-62; 95 and 110 1962-64.

“Hefty unitary barge, beloved by British officialdom” (Sedgwick). Power steering option, and standard overdrive from 1960.

Mk III had full-length side chrome strip

Strange idea really, but seemed to work. Unless you are a tall back-seat passenger, or like hats!

New shape, unitary construction and advanced safety, aerodynamics and another styling shock. All new OHC engine, with skeletal block, integral inlet manifold, external oil pump. Originally designed for 3, 4, 5, 6 cylinder options!

Internal and external facelift – new grille and bonnet.

The heavy Rover gets the light Buick-based V8. And rostyle wheels.

And the V8 shoehorned in to the P6. Fast and sure-footed, if soft.

Originally called an estate or station wagon, and only 2-doors for its first decade. Jeep-influenced but a lot more civilised. Mostly aluminium body. 4-wheel discs. Thirsty.

Last hurrah for the 4-cylinder Rover engine, enlarged to give useful power and torque increae. Strengthened transmission to cope.

From an allegedly conservative maker, another styling shock – a 5-door hatchback Ferrari! Replaced the P5 and P6 and Triumph 2000 range. Underpiinings were simple: front McPherson struts and a live axle.

Slotting in to replace the smaller engined Rovers and Triumphs, with a probably under-developed new Triumph OHC engine. Five years on, the underpowered BL O-Series, and the even more underpowered VM 2400 diesel, were launched.

Series 2 SD1 had many detailed improvements, including new front spoiler and improved rear visibility. Better build quality coinciding with move of production to Cowley. Vitesse was a fuel injected 190 bhp, with tuned suspension and aero.

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Photo: C&SC

Photo: PWC

Photo: C&SC

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Photo: Flickr

The company made history in 1885 with the Rover Safety Bicycle. Its chain-driven rear wheel and equal-sized wheels made the dangerous “Penny Farthing” obsolete. Bicyle is Polish is ‘rower’ as a consequence… 400,000 Rover bicycles were made by 1924.

Diamond-framed with the engine in the centre and ‘springer’ front forks – which was ahead of its time, as were features such as a spray carburettor, bottom-bracket engine and mechanically operated valves. 10,000 motorcycles were made by 1924.

Technically advanced, featuring a unique central backbone chassis – a rigid box-girder structure that protected the drivetrain. It was famously used for a long-distance drive from London to Constantinople in 1906.

A smaller, more affordable single-cylinder follow-up to the 8hp model.

Soon, Rover offered their first 4-cylinder cars: the 10/12 a smoother small car with a small monobloc engine; and the larger 16/20 with cylinders cast in pairs. A version of the latter won the Isle of Man TT, a landmark for the company.

Rover briefly reverted to two cylinders for their mid-range models before Clegg’s arrival and fleetingly experimented with the Knight sleeve-valve engine. Only one known survivor.

Photo: Gooding

Designed by Bernard Wright, this model replaced the earlier large fours. It featured a 2.5-litre engine – the first Rover to adopt pressure lubrication in 1911.

His masterpiece, the 1912 “Clegg” 12hp, introduced a modern 2.3-litre four-cylinder monobloc engine and the industry’s first engine oil dipstick. Shown is the upper-end Landaulette. For one season, there was also a bigger 18.

As Silver Seraph but with sportier twin-turbo BMW V8. Also offered with the Turbo R engine for customers who preferred low-down torque, and for political reasons. Continued after the separation from Rolls-Royce with the old engine.

Stretched Arnage, coachbuilt by Bentley’s Mulliner division, as a gift for HM Queen Elizabeth II, who had direct design input. A statement of intent from Bentley, also showcasing work from a ‘Best of British’ consortium.

Photo: Wikipedia

A mass-produced replacement for the Continental, albeit with significant hand finishing. Featured a twin-turbo version of the W12 used on the VW Phaeton, and on the same very refined and rigid (but heavy) platform. Permanent 4WD.

Face-lift to match Continental

Convertible version of GT

Extended saloon version of GT.

Photo: Wikipedia

Re-engineered to Arnage platform from ageing SZ platform. Probably a victim of the Financial Crisis, which encouraged consolidation at Bentley.

Photo: Flickr

Belated proper replacement for the SZ-platform Continental, with strictly limited production.

Coupé

Arnage replacement, with Cosworth re-engineered classic V8, which ended after 61 years when the Mulsanne was retired in favour of the the SUV. On its own unique RWD chassis to provide the required experience.

Updated Continental which had to replace also the Arnage-based Azure and Brooklands.

New 4-Litre option powered by a V8, developed jointly with Audi.

Partially replaced the Arnage as well as Gen 1 Spur, and Mulsanne was a much bigger, more expensive car.

Photo: Wikipedia

Popular luxury SUV

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Now on Porsche MSB platform like the Panamera. The first production car precision ‘Super Formed’ in aluminium.

Successful endurance racer using a modified version of the V8 engine.

Like the Continental, now also on the MSB platform, thus retiring the D1 Phaeton platform. Further upmarket and expensive options available as the Mulsanne was retired.

New front and rear styling and updated interior. Extended Wheelbase model intended to replace Mulsanne. W12 only on Speed Models which ended in 2024.

More power (but heavier due to bigger battery), spelling the retirement of the W12. First Bentley since 1959 to have single headlights.

Photo: Wikipedia