AMBULANCES + HEARSES part XVI on Alphabet beginning with S till T

Modellauto Cadillac S&S Landau Hearse (1:18, Precision Miniatures)

S&S Sayers & Scovill Ambulances & Hearses

SAAB Ambulances and Hearses

SEAT Ambulancias + Coches Funebres

EBRO Siata 12 Ambulancia

All sorts of SIATA’s

Siebert Ohio build Ambulances, Limousines and Hearses

Singapore Style Hearse

Škoda Ambulances and Hearses mostly build by carrosserie Sodomka

Cadillac, Packard and Buick Ambulances gebouwd door carrosseriebedrijf Smit in Joure Friesland NL

SPYKER Ambulances since 1908 till 1920

Ssangyong-Korando-Sports-Ambulance-application

Ssangyong Ambulances

1925 Stevens Hearse Vehicle

Steyr Ambulanze – Pinzgauer – Puch – FIAT – Daimler

Studebaker Ambulances and Hearses

some of them with Coachwork by Bender Body Company of Cleveland

SUBARU Ambulances and Hearses

SUZUKI Ambulances

That was the Last S I Think, lets go to the T

HUMBER cars Coventry, England, UK 1868-1931/1976

Humber (car)

Humber

Industry	Automotive industry
Fate	Merged
Successor	Rootes Group
Founded	1868
Defunct	1931
Headquarters	Coventry, England
Products	Automobiles
Subsidiaries	1929–1931 Hillman Motor Car Company

Humber Marque
Owner	PSA
Country	United Kingdom
Discontinued	1976
Markets	Automotive
Previous owners	1868–1931 Humber 1931–1967 Rootes Group 1967–1979 Chrysler

Humber is a dormant British automobile marque which can date its beginnings to Thomas Humber‘s bicycle company founded in 1868. Following their involvement in Humber through Hillman in 1928 the Rootes brothers acquired a controlling interest and joined the Humber board in 1932 making Humber part of their Rootes Group. The range focused on luxury models, such as the Humber Super Snipe.

History

Cars

Rotary aero engine BR2. Humber Limited
design: W. O. Bentley for Humber
Sopwith F.1 Camel and 7F.1 Snipe; Nieuport B.N.1; Vickers F.B.26A Vampire II. and others

At Humber & Co’s third general meeting in 1897 the managing director said they had received many letters asking if they would produce a motorised vehicle, and they had in fact been working on this project for 2 years, but had delayed production until they found a suitably reliable engine. Having now found an engine they were gearing up for production.

The first Humber car was produced in 1898 under the guidance of Thomas Humber and was a three-wheeled tricar with the first conventional four-wheeled car appearing in 1901. See book Humber history to 1930] The company had factories in Beeston near Nottingham and Coventry. The Beeston factory produced a more expensive range known as Beeston-Humbers but the factory closed in 1908 after financial problems. Before the First World War a wide range of models were produced from the 600 cc Humberette to several six-cylinder 6-litre models. In 1913 Humber was the second largest manufacturer of cars in the United Kingdom. The Humber Motor Works in Coventry still survives—a rare thing as the majority of the city was destroyed in the November 1940 air raid.

In 1925 Humber moved into the production of commercial vehicles with the purchase of Commer. In 1928 Hillman was added but independence ended in 1931 when the Rootes Brothers bought a majority shareholding.

Prior to WWII and after, many large long wheel based Humber Limousines were built with English, Australian, American and even a few European coachbuilders’ special bodies. Thrupp and Maberly of London,later acquired by Rootes, built many of the coachbuilt bodies for the Pullman and Imperial limousines. Most of these surviving cars in Australia are fitted with Thrupp and Maberly aluminium bodies. the series V Imperial is bodied by Thrupp and Maberly and somewhat rare today.

Thrupp and Maberly built a special body for an eight cylinder Sunbeam in 1936 which was given to King Edward VIII. After his abdication the car was returned to the factory and significantly altered and then eventually sold as a Humber with a new six cylinder engine and altered grille and body.

During World War II, military ordered cars were produced for the armed services. several armoured cars These were produced under the Humber name, along with heavy-duty “staff” cars. The standard Humber cars, limousines,specially prepared war models and military 4×4 vehicles [ which were fitted with Rolls Royce engines], were almost literally bullet proof running gear and heavy duty suspension. gave excellent reliability and performance in difficult terrain in both Northern Africa and Europe.

General Montgomery,Commander of the British and Allied forces in Northern Africa during the Desert war of WWII, had two specially built Humber Super Snipe four door convertibles made with larger front wings or guards, mine proof floors,special appointments and long range fuel tanks. Two cars were built for him and used in the Africa campaign against General Rommel [ who used open tourer large, long range convertible Mercedes Benz’s. Montgomery’s Humbers are known as ‘Old Faithful’ and the ‘Victory Car’. Both cars still exist in full military regalia in museums in England and are a testament to the high engineering and manufacturing standards of Humber and Rootes Ltd. the victory car drove Montgomery and Churchill through the streets of London during the VE parades at the end of WWII.

These side valve, large Humber cars, trucks,4 x 4 vehicles and armoured cars were and still are remarkably robust, reliable and have amazing longevity if maintained and driven sensibly. In Australia many war surplus Humber cars and trucks spent over forty years on farms used by farmers and the Country fire authority in very reliable service in tough and harsh conditions.

In the postwar era, Humber’s mainstay products included the four-cylinder Hawk and six-cylinder Super Snipe. Being a choice of businessmen and officialdom alike [ ministerial,government cars before the Statesman and Fairlane ], Humbers gained a reputation for beautifully appointed interiors and build quality. The Hawk and the Super Snipe went through various designs, though all had a “transatlantic” influence. They offered disc brakes and automatic transmission at a time when these fitments were rare. Powersteering was also available in Australia. A top-flight model, the Imperial, had these as standard, along with metallic paintwork and other luxury touches such as extra courtesy lights and vinyl covered black roof and electricxally operated rear adjustable suspension. The last of the traditional large Humbers, the series VA Super Snipe[fitted with twin Stromberg CD 100 Carburettors, were sold in 1968, when Chrysler, who by then owned the Rootes group, pulled the plug on production. Several V8 models had been in pre-production at this time, but were never publicly sold. Several of these test examples survive today.

Rootes’ last car was the second generation of Humber Sceptre, a badge-engineered Rootes Arrow model. [ Audax range ]The marque was shelved in 1976 when all Hillmans became badged as Chryslers. The Hillman Hunter (another Arrow model) was subsequently badged as a Chrysler until production ceased in 1979 when Chrysler’s European division was sold to Peugeot and the marque renamed Talbot. The Talbot marque was abandoned at the end of 1986 on passenger cars, although it was continued on vans for six years afterwards.

Aviation

Humber produced a number of aircraft and aero-engines in the years before the First World War. In 1909 the company signed a contract to build 40 copies of the Blériot XI monoplane, powered by their own three-cylinder engine, and four aircraft were exhibited at the Aero Show at Olympia in 1910.

Photographs

Humber Humberette 5 HP Voiturette 1903

Humber 11,4 HP Saloon 1924

1926 Humber 9/20 tourer

Humber 14/40 HP Tourer 1928

Humber 14/40 HP 2-Seater Sports 1929

Humber Heavy Utility 1940

Humber Pullman

1965 Humber Sceptre Mark II

Main models

Humber 8 1902
Humber 12 1902
Humber 20 1903
Humberette Voiturette 1903-1911
Humber 8/10 1905
Humber 10/12 1905–07
Humber 30/40 1908–09
Humberette Cycle Car 1912-1915
Humber 11 1912
Humber 10 1919–21
Humber 15.9 1919–25
Humber 11.4 and 12/25 1921–25
Humber 8/18 1922–25
Humber 15/40 1924–28
Humber 9/20 and 9/28 1925–30
Humber 14/40 1926–29
Humber 20/55 and 20/65 1926–29
Humber 16/50 1928–32
Humber Snipe 1929–47

1930-1948 Humber Snipe

Humber Snipe
Snipe saloon early 1932
Overview
Manufacturer	Humber after 1931 Rootes Group
Production	1930-1940 1945 – 1948
Body and chassis
Related	Humber Pullman
Chronology
Predecessor	Humber 20/55hp

The Humber Snipe was a four-door luxury saloon introduced by the British-based Humber company for 1930 as a successor to the Humber 20/55 hp (which remained in the catalogue as 20/65) at the same time as the similar but slightly longer Humber Pullman. Launched in September 1929 under the banner headline “Such Cars As Even Humber Never Built Before” twelve months after the Rootes brothers’ influence took effect formalized with the Hillman merger in December 1928. Humber nominally joined the Rootes Group as part of a necessary restructure of Humber’s capital in July 1932.

1930–35 Snipe 80

Thrupp & Maberly landaulette 1932

The Snipe, or from late 1932, Snipe 80 featured a 3498-cc six-cylinder engine of 80 mm bore and 116 mm stroke with the overhead-inlet, side-exhaust valve gear that had been a feature of the company’s six-cylinder engines since the mid-1920s. A single Stromberg carburettor was fitted. The four speed transmission had a right hand change lever (right hand drive cars) until 1931 when it moved to the centre of the car facilitating the production of left hand drive examples. The shutters on the radiator grille were opened and closed thermostatically to control the flow of cooling air. For 1933 the engine was redesigned to have overhead valves producing an extra 5 bhp. Bendix mechanical brakes were fitted.

Snipe 80 1934

The conservatively boxy 4 or 6 light saloon body with spare wheels mounted on the front wings incorporated rear-hinged doors for back passengers. A fabric saloon (until 1930), sports saloon, tourer and drophead coupé were also listed and bare chassis were also supplied to outside coachbuilders. In 1930 on the home market the chassis sold for £410, the tourer £495, coupé £565 and saloon £535. With a 120-inch wheelbase and a total length of 173 inches, the car was, by the standards of the British market, larger and more spacious than the average family car such as the more mainstream Hillman Minx of that time, the Hillman business having been acquired by Humber in 1928. With the success of the Snipe, Humber was seen to be succeeding, “where many had failed, in marketing large cars at competitive prices”.

There were several minor body updates for 1933 including windscreen wipers mounted below rather than above the screen, recessed direction indicators and two tone paint on the 4-light sports saloon. 1205 of the 1933 models were made.

In 1931 a fleet of Snipes was used by the Prince of Wales on his tour of the West Indies.

The body and chassis were shared with the smaller engined 16-50 (1930–32) and 16-60 (1933) models.

1936–37

1936 saw the wheelbase grow by 4 inches (10 cm) to 124 inches (315 cm) while the overall length of the standard-bodied car increased by 2 inches (5 cm). The chassis was new with independent front suspension using a transverse spring. A vacuum servo was fitted to the braking system. Body styles available were 4-light and 6-light saloons, a sports saloon and a drophead coupé. The car now featured a side-valve 6-cylinder engine of 4086 cc with a stated output of 100 hp which was later used in the post war Super Snipe. A top speed of 84 mph (135 km/h) was claimed.

2652 were made.

The same chassis and body range was used for the smaller engined Humber 18.

1938–40

Perhaps prompted by concern that the Snipe was outgrowing the wishes of the market place, the 1938 Snipe was the smallest-engined Snipe to date, with a wheelbase reduced to 114 inches, but the total length was still 175 inches, reflecting the more streamlined shape which the body, the same as on the Hillman 14, had now acquired. The six-cylinder side-valve engine of 3180 cc propelled the car to a claimed top speed of 79 mph (127 km/h), reflecting a power-output reduction to 75 hp.

1938 changes for the 1939 models saw a new cross braced chassis and hydraulic brakes. The Snipe and its sister model become more firmly differentiated from one another, since the Humber Pullman continued to be offered with the older, more powerful 4086-cc engine.

2706 were made.

1940–45

Civilian availability ended in 1940 when the factory was largely given over to production of the ’Ironside’ Reconnaissance Car, though Humber saloons based on pre-war designs continued to be built for government use.

1945–48

Before the end of 1945, Humber had announced its post-war model range. Four cars were listed, which closely resembled the Humbers offered just before the war. At the top of the range was the Humber Pullman. The other three models shared a body which, while smaller than that of the Pullman, nevertheless sustained the Humber tradition of offering a lot of car for the money. These were the four-cylinder Humber Hawk and the six-cylinder Humber Snipe and Humber Super Snipe.

The six-cylinder engine of the 1945 Snipe was a side-valve unit, of only 2731 cc. The engine block dated back to the Humber 18 of 1935. Maximum power output and speed were stated respectively as 65 hp and 72 mph (116 km/h). For customers who remembered the Snipe as a more powerful vehicle, the car could also be specified with the 4086-cc 100-hp engine which had been fitted in the 1930s and which was still the standard power unit in the 1945 Humber Pullman. Fitted with this engine, the car was branded as the Humber Super Snipe. When the Humber range was upgraded for 1948, the Snipe was withdrawn, leaving only the Hawk and the Super Snipe listed, alongside the larger Pullman.

1240 were made.

Humber Catalogue for 1930

“Such Cars As Even Humber Never Built Before”

‘	NEW SEASON’S MODELS & PRICES	‘

Humber	“Snipe” Touring Car	£495
Humber	“Snipe” Six-Light Weymann Saloon	£535
Humber	“Snipe” Saloon	£535
Humber	“Snipe” Four-Door Weymann Coupé	£545
Humber	“Snipe” Drop-Head Coupé	£565
Humber	“Pullman” Landaulette	£775
Humber	“Pullman” Limousine	£775
Humber	Cabriolet de Ville	£1,095
	(Coachwork by Thrupp & Maberly)

Humber 16–60 1933–35
Humber 12 1933–37
Humber 16 1936–40
Humber Pullman 1930–54

1930-1967 Humber Pullman

Humber Pullman Humber Imperial
Post war Humber Pullman
Overview
Manufacturer	Rootes Group
Production	1930-1940 1945 – 1954 1964 – 1967
Body and chassis
Related	Humber Snipe
Chronology
Predecessor	Humber 20/65hp

The Humber Pullman is a four-door limousine that was introduced by the British Humber company in 1930 as a successor to the Humber 20/65 hp and long-wheelbase version of the Humber Snipe.

In 1939 an ungraded version was launched badged as the Humber Imperial, but postwar the car reverted to the Pullman name. Between 1948 and 1954 the car was offered with a central partition (for chauffeured use) as the Pullman, but without a partition was badged as the Humber Imperial for owner-drivers.

The Pullman / Imperial was not offered for sale to the public during the Second World War; the factory’s limited output were used as staff cars. It returned to the market in 1945 and remained in production till 1954. At the present time only eight units of this vehicle are still extant.

Before World War II

Snipe 80 1934 with landaulette body
by Thrupp & Maberly

The 1930 car came with a 3498cc straight six cylinder overhead inlet side exhaust valve engine and a claimed power output of 80 hp (60 kW). The classic limousine style body featured rear- hinged doors and in some respects resembled the Humber Snipe 80 with which it shared its engine, but the Pullman was longer and wider. For this heavy car Humber claimed a top speed of 73 mph (117 km/h). As well as the limousine, Landaulette and Sedanca de Ville bodies were available. Humber, the manufacturer lost its independence in 1931 when the Rootes Group acquired a majority share holding in it. A coupé was added to the body range in 1935 for one year only.

A rebodied Pullman with two-piece V windscreen appeared in 1936, sharing the 132 in (3,353 mm)^[2] wheelbase of its predecessor, but with the overall length of the car increased to 196 in (4,978 mm).^[2] Engine size was now raised to 4086cc while claimed power was 100 hp (75 kW). The power increase was also evident from the claimed top speed which now edged up to 75 mph (121 km/h). The chassis gained independent front suspension, and hydraulic brakes were fitted in 1940. As well as the factory body options, some cars were supplied in chassis form to independent coachbuilders, especially Thrupp & Maberly.

In 1939 the Pullman was joined by the Humber Imperial or Snipe Imperial which shared the engine with the Pullman, but was built on the 4 in (102 mm) shorter Snipe chassis and correspondingly brisker, with an advertised top speed of 81 mph (130 km/h). The car nevertheless remained spacious, and was favoured for use by British government ministers during the 1940s. Four and Six-light saloons and drophead coupé bodies were available. Civilian availability ended in 1940 when the factory was given over to production of the ’Ironside’ Reconnaissance Car. However, production of the newly introduced “razor-edge” Pullman continued throughout the war for the government and the military.

After World War II

The Pullman re-appeared in 1945 with seven-seat limousine and landaulette bodies, to be replaced in 1948 by a reworked and lengthened version on a lengthened chassis and designated the Humber Pullman Mk II. From 1948 the car was available with or without a partition between the front and rear of the cabin. The version with a division retained the Pullman name, while for the mechanically identical owner-driver version the Humber Imperial name was now revived. The headlamps were no longer standalone but fitted into the wings.

The Mark III version introduced in 1951 was little changed from the Mark II, apart from being even longer and having an all-synchromesh gearbox. At 212 in (5,385 mm) the Mk III Humber Pullman was the same length as the Rolls-Royce Silver Cloud which would emerge from Crewe in 1955. A total of 2200 Mk II and III Pullmans, and 1526 Imperials, were manufactured.

In 1953 more power was offered for the Mark IV Pullmans and Imperials, still with straight six cylinder engines, but now of 4139cc with overhead valves, and published power output of 113 hp (84 kW) or 116 hp (87 kW). Production ended in 1954.

1949 Humber Pullman Mk II and inside

1949 Royal Tour Fleet of Humber Pullman Cars

1954 Queen Elizabeth II and Prince Philip wave to the crowds from a Humber car during their visit to Brisbane

Imperial revival

1966 One of the last Humber Imperials

1964-67 Humber Imperial, the luxurious version of the Humber Super Snipe Series V

After 1954 the Pullman name was removed from the listings, but in 1964 the company revived the Humber Imperial name for a top-of-the-line Humber Super Snipe, distinguished by a slightly lower different-shaped coupé-like vinyl-clad roof. Automatic transmission was standard and there was a more luxuriously appointed interior. The range of large Humbers, including the Imperial, was withdrawn by Rootes in 1967.

Humber Imperial 1938–67
Humber Hawk 1945–67

1945-1967 Humber Hawk

Humber Hawk
Overview
Manufacturer	Rootes Group
Production	1945–1967
Assembly	United Kingdom Port Melbourne, Australia
Chronology
Predecessor	Hillman 16 (1936-37) six-cylinder; Hillman 14 (1938-40) four-cylinder; Humber 16 (1938-44) six-cylinder
Successor	No Successor

The Humber Hawk is a four-cylinder automobile which was produced from 1945 to 1967 by the British-based Humber car company, part of the Rootes Group.

Humber Hawk Mk I & II

Humber Hawk MKI & II

Overview
Production	1945–1949
Body and chassis
Body style	4-door saloon
Powertrain
Engine	1944 cc Straight-4 side-valve
Transmission	4-speed manual
Dimensions
Wheelbase	114 inches (2896 mm)
Length	178 inches (4521 mm)
Width	69 inches (1753 mm)

The Hawk was the first Humber car to be launched after World War II, but was not really a new vehicle, being heavily based on the designs of the pre-war six cylinder 1936-37 Hillman 16 & Hillman Hawk & the four cylinder Hillman 14 (1938-1940). It replaced the six-cylinder Humber 16 (1938-44) which itself was a rebadged version of the Hillman 16 (1936-37).

The engine dated back to the early 1930s, when it was first used in the Hillman 12 and was a 1944 cc, side-valve, four-cylinder unit and it drove a live rear axle through a four-speed gearbox with centrally located floor change.

The four-door body was mounted on a separate chassis and was of the six-light design (three windows on each side) with a sunshine roof as standard. Suspension was independent at the front using a transverse leaf spring, and at the rear the axle had half-elliptic springs.

The Mark II version of September 1947 was not even a facelift, the main difference being a column gear change with a control ring fitted to the gearbox making it impossible to crash the syncromesh gears. The engine was given a new water jacket, the petrol tank received a breather to prevent air-locks and provision was made for a car-radio and retracting aerial. There was no change to the car’s external appearance.

Top speed was around 65 mph (105 km/h).

Humber Hawk 1946 rear view

Humber Hawk Mark III to V

Humber Hawk Mark III-V

Overview
Production	1948–1954 production 10,040 (III) 6,492 (IV) 14,300 (V)
Body and chassis
Body style	4-door saloon Limousine (Mk V only)
Powertrain
Engine	1944 cc Straight-4 side-valve (Mk III) 2267 cc Straight-4 side-valve (Mk IV & V)
Transmission	4-speed manual
Dimensions
Wheelbase	105.5 inches (2678 mm)
Length	174 inches (4420 mm)
Width	70 inches (1778 mm)
Height	64.75 in (1,645 mm)

The Mark III Hawk was a completely new car and was first shown at the London Motor Show in October 1948, but it still retained the earlier engine (side-valves, 1944 cc, 56 bhp at 3800 rpm) and transmission albeit with new rubber mountings. The new body was styled by the Loewy Studio and the separate headlights of the old model were gone, along with the separate front wings. The chassis was new, with coil-sprung independent front suspension replacing the previous transverse leaf spring. The body was now an integral component of the car’s structure. The rear axle was also a new design with hypoid gearing. The body could be finished in a wide range of colours, both as two-tone and metallic. The metallic finishes would be offered on all the Hawks until the model’s demise in late 1967/early 1968.

When compared with the prewar style body with vestigial running boards the car’s weight was less by 3 cwt or 336 lb (152 kg) and the new flush-sided body gave room for the front bench seat to be three inches (75 mm) wider. The rear seat was a full five inches (125 mm) wider. Overall the car was six inches (150 mm) shorter and one and a half inches (40 mm) lower. Despite the lower height the new hypoid back axle allowed more head room in the rear seat.

Mark IV

In the early spring of 1951 the Mark IV version arrived with a larger, 2267 cc engine incorporating, as before, an aluminium cylinder head and with a 58 instead of 56 bhp output. However at mid range speeds around 15 percent more power was generated. The Mark IV also used larger, 15-inch wheels. The steering was now more highly geared and was commended by commentators for its lightness when manoeuvering the car in a confined space despite 53% of the car’s 2996 (British) pounds (1358 kg) being carried by the front wheels.

Humber Hawk February 1954 rear view

A 2267 cc Mk IV car tested by the British magazine The Motor in 1951 had a top speed of 71.4 mph (114.9 km/h) and could accelerate from 0–60 mph (97 km/h) in 30.0 seconds. A fuel consumption of 24.2 miles per imperial gallon (11.7 l/100 km; 20.2 mpg_-US) was recorded. The test car cost £850, including taxes.

Mark V

The Mark V Hawk announced in September 1952 was given a larger clutch, larger rear shock absorbers, a strengthened body-frame and other minor mechanical changes. A new treatment was given to the car’s front. It was also available as a “luxury touring limousine”. A lowered bonnet line and wrap-around bumpers with over-riders distinguished this model from the Mk IV

Humber Hawk Mark VI and VIA

Humber Hawk Mark VI-VIA

Overview
Production	1954–1957 production 18,836 (Mk VI) 9614 (MkVIA)
Body and chassis
Body style	4-door saloon estate
Powertrain
Engine	2267 cc Straight-4 overhead valve
Transmission	4-speed manual with optional overdrive
Dimensions
Wheelbase	105.5 in (2,680 mm)
Length	181 inches (4597 mm) (saloon)
Width	72 inches (1829 mm)
Height	65 in (1,651 mm)
Curb weight	27.75 cwt or 3,108 lb (1,410 kg)

The main change with the Mk VI, which was new in June 1954, was the fitting of an overhead-valve cylinder head to the engine. The rear of the body was slightly changed, which made the car longer. In 1955 an estate version with fold-down tailgate appeared.

The April 1956 Mk VIA was a fairly minor upgrade, with changes mainly to the interior. A de-luxe version was added to the range.

A replacement, slightly more powerful and with an entirely new body was announced in May 1957.

Mark VI registered 6 August 1954

Road test

The motoring correspondent of The Times claimed that any previous Hawk owner would be “astonished” by the Mark VI’s 20 per cent more powerful engine’s ability to effortlessly swing the car along at 70 mph. Cold starting was very good. The engine was not always so willing to start when cold. The tyres were inclined to squeal on not very sharp corners taken at any more than a modest speed.The brake lining area is now 40 per cent more than on the Mark V. The driver’s windscreen wiper is badly located.

A Mk VI estate car with overdrive tested by the British magazine The Motor in 1956 had a top speed of 79.7 mph (128.3 km/h) and could accelerate from 0-60 mph (97 km/h) in 25.2 seconds. A fuel consumption of 22.8 miles per imperial gallon (12.4 l/100 km; 19.0 mpg_-US) was recorded. The test car cost £1405, including taxes.

Humber Hawk Series I to IVA

Humber Hawk Series I-IVA

Overview
Production	1957–1967 production 15,539 (I) 6813 (IA) 7,230 (II) 6,109 (III) 1,746 (IV) 3,754 (IVA)
Body and chassis
Body style	4-door saloon Estate car limousine
Powertrain
Engine	2267 cc Straight-4 ohv
Transmission	4-speed manual all-synchromesh Overdrive and automatic optional
Dimensions
Wheelbase	110 in (2,800 mm)
Length	185 in (4,700 mm)
Width	70 in (1,800 mm)
Height	61.5 in (1,560 mm)

The new Hawk announced in May 1957 had a completely new body with unitary construction which it would go on to share with the 1958 Humber Super Snipe. This was the biggest bodyshell for a saloon/estate car built in Great Britain at the time. The 2267 cc engine was carried over, though with modifications to the distributor mounting, and other details; and an automatic transmission, the Borg Warner D.G. model, was now available. The body was styled in Rootes’ own studios and featured more glass than previous models, with wrap-around front windscreen, which gave it a considerable resemblance to a base model 1955 Chevrolet 4-door sedan. The missing rear quarter-lights were returned in series IV. The estate version featured a horizontally split tailgate—the lower half opening downwards (to provide an extra length of luggage-platform if necessary) and the upper half upwards. The fuel-filler cap was concealed behind the offside rear reflector.

There were several revisions during the car’s life, each resulting in a new Series number.

The 1959 Series 1A had changed gear ratios and minor trim changes.

The Series II launched in October 1960 had disc front brakes, servo-assisted. The automatic option was no longer available on the home market.

The Series III of September 1962 had a larger fuel tank and bigger rear window. The export model automatic option was also dropped.

More significant changes came with the October 1964 Series IV. The roof was made flatter, the rear window smaller and an extra side window fitted behind the rear doors. Synchromesh was fitted to bottom gear. An anti-roll bar was fitted at the rear.

The final Series IVA of 1965 saw the automatic option re-introduced, this time being the Borg Warner Model 35.

Some “Series” cars are found with a floor-type gear change replacing the (good quality) standard column-mounted gearstick — these are later owner modifications resembling the original factory option, and the parts necessary for this were obtained from the Commer Karrier Walk-thru–type vans and light lorries which were also made by the Rootes Group at this time. All of the automatic transmission–optioned cars were fitted with the column-type selectors only.

A Series I car without overdrive was tested by the British The Motor magazine in 1957 had a top speed of 83.9 mph (135.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 19.7 seconds. A fuel consumption of 22.5 miles per imperial gallon (12.6 l/100 km; 18.7 mpg_-US) was recorded. The test car cost £1261, including taxes of £421.

In March 1967 Rootes announced that production of the Humber Hawk, along with that of the Super Snipe and Imperial had ceased. The announcement stated that the cars’ place in their range would be filled by Chrysler Valiants imported from Australia, although there is no evidence of the UK car market having been flooded by Valiants following the announcement.

After Hawk production ended, Rootes came to concentrate on sectors offering greater volume, no longer featuring as a UK provider of large family cars. It had, in particular, been unusual for UK manufactured cars of this size to feature a spacious station wagon / estate car version; and, following the demise of the Humber Hawk, the UK market for large estate cars quickly came to be dominated by the Volvo 145, introduced to the UK in March 1968, and its successors.

Humber Hawk Series I Saloon
Humber Hawk Series I Estate
Humber Hawk Series I Estate
Humber Hawk Series II Saloon
Humber Hawk Series III Saloon
Humber Hawk Series IV Saloon
Humber Hawk Series IV Saloon

Humber Super Snipe 1938–67

1938-1967 Humber Super Snipe

Humber Super Snipe
Humber Super Snipe Series II
Overview
Manufacturer	Rootes Group
Production	1938-1967
Assembly	United Kingdom Australia
Body and chassis
Related	Humber Hawk Humber Snipe Humber Pullman Humber Imperial

The Humber Super Snipe is a car which was produced from 1938 to 1967 by the British-based Humber car company, part of the Rootes Group.

Pre-war Super Snipe

Humber Super Snipe

Overview
Production	1938-1940 1500 (approx) made
Body and chassis
Body style	4-door saloon Sports saloon Drophead coupé
Powertrain
Engine	4086 cc Straight-6 side valve
Dimensions
Wheelbase	114 in (2,896 mm)
Length	175 in (4,445 mm)
Width	70 in (1,778 mm)
Chronology
Predecessor	Humber Snipe

The Super Snipe was introduced in October 1938, derived by combining the four-litre inline six-cylinder engine from the larger Humber Pullman with the chassis and body of the Humber Snipe, normally powered by a three-litre engine. The result was a car of enhanced performance and a top speed of 79 mph (127 km/h) —fast for its day. Its design was contributed to by American engine genius Delmar “Barney” Roos who left a successful career at Studebaker to join Rootes in 1936.

The Super Snipe was marketed to upper-middle-class managers, professional people and government officials. It was relatively low-priced for its large size and performance, and was similar to American cars in appearance and concept, and in providing value for money.

Within a year of introduction, World War II broke out in Europe but the car continued in production as a British military staff car, the Car, 4-seater, 4×2, while the same chassis was used for an armoured reconnaissance vehicle, the Humber Light Reconnaissance Car.

Military operators

United Kingdom: British Army, Royal Navy, RAF

Super Snipe Mark I to III

Humber Super Snipe Mark I-III
Humber Super Snipe 1951 ex military
Overview
Production	1945-1952 production 3909 (Mk I) 8,361 (Mk II) 8,703 (Mk III)
Body and chassis
Body style	4-door saloon drophead coupe estate car
Powertrain
Engine	4086 cc Straight-6 side valve (I to III)
Dimensions
Wheelbase	114 in (2,896 mm) (I) 117 in (2,972 mm) (I to III)
Length	180 in (4,572 mm) (I) 187 in (4,750 mm) (II) 191 in (4,851 mm) (III)
Width	69 in (1,753 mm) (I) 74 in (1,880 mm) (II & III)

In 1946, post-war civilian production resumed and the Super Snipe evolved though several versions, each designated by a Mark number, each generally larger, more powerful, and more modern, until production ended in 1957 with the Mark IVB version.

Mk I

The Mark I was essentially a 6 cylinder version of the 1945 Humber Hawk, itself a facelifted pre-war car. A version of the 1930s Snipe remained available, with the 1936-introduced 2731 cc engine. However, the standard Super Snipe engine was the 4086cc side-valve engine that had appeared in the Humber Pullman nearly a decade earlier, in 1936, and which would continue to power post-war Super Snipes until 1952. Throughout the years 1936 – 1952 the maximum power output of the engine was always given by the manufacturer as 100 bhp at 3400 rpm.

Humber Super Snipe Mark I (1946)

Mk II

early Humber Super Snipe Mark II 1949

The Mark II announced in mid-September 1948 was mostly redesigned in chassis and body. Now a full six-seater with a bench-type front seat it was given a wider track and a variable ratio steering unit. The gear lever was now mounted on the steering column. Like Humber’s Pullman the headlights were fitted into the wings and running-boards were re-introduced. The transverse-spring independent suspension, first introduced on the Snipe and Pullman in 1935, continued but with 14 leaves instead of eight.

The smaller-engined Snipe was discontinued. Early Mark II Super Snipes can be distinguished by round lamps below the head lamps.The left one was a fog lamp,and the right one was a “pass” lamp with a low narrow beam for passing cars when using dipped headlights. These were dropped in 1949 in favour of rectangular side lamps which were continued in the Mark III.

The Times motoring correspondent tested the new car at the end of 1948. The spare tyre was difficult to extract and the indirect gears, he thought, were not as quiet as they might be. Overall the finish reflected the excellent taste that distinguishes Rootes Group products

125 drophead coupés were made by Tickford in 1949 and 1950.

1949 drophead coupé by Tickford

1949 Humber Super Snipe Tickford drophead coupé

1949 Humber Super Snipe Tickford drophead coupé rear

1949 Humber Super Snipe Tickford drophead coupé inside

Mk III

Humber Super Snipe Mark III 1952

The Mk III followed in August 1950. Easily identifiable by spats over the rear wheels it had a Panhard rod added to the rear suspension which limited sideways movement of the rear wheels and so permitted the use of softer springs. The 1950 car can be readily distinguished from the previous model by the simpler dome-shaped bumpers and the rectangular stainless-steel foot-treads on the running-boards.

A Mk III tested by The Motor magazine in 1951 had a top speed of 81.6 mph (131.3 km/h) and could accelerate from 0-60 mph (97 km/h) in 19.1 seconds. A fuel consumption of 17.7 miles per imperial gallon (16.0 L/100 km; 14.7 mpg_-US) was recorded. The test car cost £1,471 including taxes.

Mk IV

Humber Super Snipe Mark IV
1955 example
Overview
Production	1952-1958 production 17,993 (IV)
Body and chassis
Body style	4-door saloon
Powertrain
Engine	4138 cc Straight-6 ohv
Transmission	4-speed manual
Dimensions
Wheelbase	116 in (2,946 mm)
Length	197 in (5,004 mm)
Width	71 in (1,803 mm)
Height	54 in (1,400 mm)

The all-new Mark IV Super Snipe announced mid-October 1952, Earls Court Motor Show time, used a Hawk Mk IV body shell lengthened by 6 in (152 mm) but with a 4138 cc 113 bhp (84 kW) overhead-valve engine also used in a Rootes Group Commer truck. Chassis and suspension components were uprated to take the greater weight and power of the Super Snipe, those parts ceasing to be interchangeable with those of the Hawk. From 1955, overdrive was available as an option, followed in 1956 by an automatic gearbox.

Shortly after the announcement a new silver-grey Humber Super Snipe driven by Mr Stirling Moss and Mr Leslie Johnson, the racing motorists, and two Rootes Group staff set off from Oslo and drove through 15 European countries coming into Italy from the East and finishing at Lisbon, Portugal. Accomplished in 3 days 17 hours and 59 minutes the run demonstrated the cars high speed reliability in far from ideal conditions.

In 1953 The Motor tested a Mk IV and found the larger engine had increased performance with the top speed now 91 mph (146 km/h) and acceleration from 0-60 mph (97 km/h) in 14.7 seconds. Fuel consumption had decreased to 15.5 miles per imperial gallon (18.2 L/100 km; 12.9 mpg_-US). The test car cost slightly more at £1,481, including taxes.

In 1957 “The Times” commented that the handsome vehicle, if somewhat dated, attracted favourable attention from passers-by and gave driver and passengers a satisfying sense of solidity and respectability. The two separate front seats were described as “enormous” and it was noted their backs might be let down horizontal for a passenger to sleep. The steering was found to be imprecise in its action as a whole and uncomfortably low geared for parking, power assistance would be an improvement. The car represented remarkably fine value for money.

New Super Snipe Series I to V

Humber Super Snipe Series I-V
series V registered July 1966
Overview
Production	1958-1967 production 6,072 (I) 7,175 (II) 7,257 (III) 6,495 (IV) 3,032 (V)
Body and chassis
Body style	4-door saloon Estate car limousine
Powertrain
Engine	2651 cc Straight-6 ohv (I) 2965 cc ohv (II-V)
Transmission	3 speed manual Overdrive and automatic optional
Dimensions
Wheelbase	110 in (2,794 mm)
Length	185 in (4,699 mm) (I & II) 188 in (4,775 mm) (III to V)
Width	69.5 in (1,765 mm)
Height	62 in (1,575 mm)

Series I

In October 1958, a new Super Snipe was introduced and first presented to the public at the opening of the Paris Salon de l’Automobile. Confusingly, the designation returned to the Super Snipe I, but this time the variants were identified by a series number. The new car was based on the unitized chassis and body of the four-cylinder Humber Hawk, but with a new 2.6 litre, 2,651 cc, six-cylinder overhead-valve engine based on an Armstrong Siddeley design with bore and stroke of 82.55 millimetres (3.250 in) and near-hemispherical combustion chambers producing 112 bhp at 5000 rpm.

This engine was matched to a three-speed manual transmission with optional Laycock de Normanville overdrive on second and top gears, or Borg Warner DG automatic transmission. Power steering was available as an option. Also offered was a touring limousine model with glass partition.

The new car was smaller on the outside, but larger on the inside, with improved performance and the appearance of a reduced size 1955 Chevrolet 4-door sedan.

Series I front
Series I rear

Series II

After twelve months a Series II was announced with its engine enlarged to 3 litres, 2,965 cc, by increasing the bore to 87.2 mm (3.4 in). A new Zenith carburettor is now fitted and the engine’s output is now 129 bhp at 4800 rpm. A new eight-bladed fan improved engine cooling. Girling 11.5 in (292 mm) disc brakes were introduced on the front wheels with 11 in (279 mm) drums on the rear axle. A stiffer anti-roll bar was fitted to the front suspension.

A Series II with overdrive and power steering was tested by The Motor in 1960 and had a top speed of 94.7 mph (152.4 km/h) and could accelerate from 0-60 mph (97 km/h) in 16.5 seconds. A fuel consumption of 24.6 miles per imperial gallon (11.5 L/100 km; 20.5 mpg_-US) was recorded. The test car cost £1,601 including taxes. The basic car cost £1453.

Series II front
Series II rear

Series III

The styling of the Series III which Rootes Group announced in October 1960 is distinguishable by its four headlights and revised full-width grille. This Snipe was the first British car to fit two pairs of headlamps. The suspension of the car has been considerably modified along with the car’s floor structure which has improved the car’s high speed stability. The front of the car was redesigned to give a lower bonnet line. The nose of the car had also been lengthened by 3.25 inches (83 mm) to accommodate an additional pulley mounted on the front of the crankshaft so that air conditioning could be included as an option, principally for the North American market. Separate ducts are now provided for heating and cooling air to the passenger compartment. The engine received improved bearings and a changed lubrication system and it has been given better cooling with a quieter fan. Seats were redesigned to give more leg space for backseat passengers.

When tested by The Times complaints focussed on a perceived need for more logical grouping of instruments, a horn ring obstructing the driver’s view of the instruments and and an over-bright white choke warning light. To some extent the power steering lacked “feel”. In direct top gear a speed of 95 mph was obtained, less if overdrive had been engaged.

series III four headlights
longer nose wider grille

Series IV

For the October 1962 Motor Show there were minor improvements. The rear window was changed to give the roof line an improved appearance. Engine output was now rated at 132.5 bhp (99 kW) bhp and the rear axle had been given a higher gear ratio. Manual gearbox cars received a new type of diaphragm clutch made by Borg and Beck and the petrol tank was enlarged from 12.5 to 16 gallons capacity. It can be distinguished by its revised rear-window treatment (doesn’t wrap around quite as much as earlier models), Snipe bird badge on grille, opening quarter-light windows in the rear doors, and other trim differences.

series IV front
Series IV rear

Series V

In October 1964 the final Series V version of the Saloon saw an upper body restyle, (also applied to the Hawk Saloon) with a flat roofline and rear window, six-light side windows and a larger, taller windscreen. The Estate body in both marques remained unchanged. Twin Zenith Stromberg 175CD carburettors were fitted along with a Harry Weslake tuned cylinder head, increasing the power to 137.5 bhp (102.5 kW), and synchromesh was fitted to all ratios in the gearbox—on the previous versions it had only been on the upper two. Major modifications were made to front and rear suspensions and they required less maintenance. Sound insulation was further improved.

Hydrosteer power steering was available as an optional extra, as was an automatic transmission (Borg Warner Type 35 on Series VA), and metallic paint finishes.The motoring correspondent of the Motoring and Driving Register (July 1967) had this to say of the car: “The Humber Super Snipe is an assured car for travelling comfortably from town to town and even on the new fast motorways. Yet its powerful engine allows it to handle the challenges of smaller lanes where the speeds rise and fall with each change of direction and each corner negotiated”.

Larger windscreen for Series V saloon
’55 Chevrolet rear window
Older windscreen for Estate wagon
Split tailgate for Estate wagon

Humber Imperial

Intended to match BMC’s Rolls-Royce engined Vanden Plas Princess 4-litre R the Imperial shared the basic specification and performance of the Super Snipe and then had a vinyl roof, fully reclinable front seats, automatic transmission and hydrosteer power steering as standard, though a manual 3-speed transmission could be ordered. It also featured electrically adjustable rear shock absorber settings, a separately controlled rear passenger heater and optional West-of-England cloth-trimmed seats as well as many smaller amenities including individual reading lamps.

Humber Imperial 1964-67

The Rootes Group ceased production of the Series VA version in July 1967, by which time the group was under the control of the American Chrysler Corporation. The last of the big Humbers were assembled by Chrysler in Melbourne, Australia. Plans to introduce a V8 engine, and for the Chrysler 180/2L to be marketed as a Humber in the UK did not eventuate.

Humber Sceptre 1961–67,1967–76

1963-1976 Humber Sceptre

Humber Sceptre
1964 Humber Sceptre MK I
Overview
Manufacturer	Rootes Group Chrysler (UK) Ltd
Also called	Sunbeam Sceptre
Production	1963 to 1976
Assembly	United Kingdom
Body and chassis
Body style	4-door saloon 4-door estate car
Layout	FR layout

The Humber Sceptre is an automobile which was produced in the United Kingdom from 1963 to 1976 by the Rootes Group and its successor Chrysler (UK) Ltd.

MK I (1963 to 1965)

Humber Sceptre MK I

The Humber Sceptre MK I, introduced in 1963, was a luxury car based on the Hillman Super Minx. It featured a unique roof, glass and upper/rear bodywork not shared with the Super Minx or the related Singer Vogue. The Sceptre was originally intended as a four-door replacement for the Sunbeam Rapier, but was launched as a Humber, while the Rapier continued in production with little modification until 1967. This resulted in the Sceptre being more sporty in character than traditional Humbers. The Sceptre was positioned at the top of the mid-range Rootes Group cars, above the Hillman Super Minx and Singer Vogue. It featured similar twin headlight styling to the Vogue and a more powerful 80 bhp version of the 1600 Minx engine. The high level of equipment included disc front brakes, overdrive, screen washers, reversing lamp, rev counter and a full range of instruments. Automatic transmission was made available later. A MK IA was introduced in 1964.^[2] Whilst the Super Minx and Vogue received revised six light styling in 1964, the Sceptre body continued unchanged until 1965 when it was replaced by the MK II. Production of the MK I and IA models totaled 17,011 units.

MK II (1965 to 1967)

Humber Sceptre MK II

The Sceptre MK II, introduced in 1965, featured revised front end styling and a twin carburettor version of the 1725cc engine. It was produced until 1967. Production of the MK II totaled 11,983 units.

MK III (1967 to 1976)

Humber Sceptre MK III Saloon

Humber Sceptre MK III Estate

The Sceptre MK III, introduced in 1967, was a derivative of the Rootes Arrow design and was the best-appointed version of this model offered by Rootes. It continued Humber’s tradition of building luxury cars and featured wood-veneer fascia, complete instrumentation, adjustable steering column, vinyl roof and extra brightwork on the wheel arches and rear panel. The MK III had a more powerful version of the 1725 engine with twin carburettors giving 87bhp. The manual-gearbox model featured either the D-type or the later J-type Laycock De Normanville overdrive, with the J-type fitted from chassis numbers L3 onwards starting in July 1972. As with all models in the Arrow range, an automatic gearbox was an option. A closer ratio G-type gearbox was fitted to later Sceptres, using the J-type overdrive. An estate car variant of the Sceptre was introduced at the London Motor Show in October 1974. It featured a built-in roof rack and a carpeted loading floor protected by metal strips and illuminated by an additional interior light. Washer and wiper were provided for the rear window, a rare feature on UK-market estate cars of the time.

The Sceptre was discontinued in September 1976, along with the Humber and Hillman marque names. From that time, all models in the Chrysler UK range were branded as Chryslers. Production of the MK III totaled 43,951 units.

Use of the Sceptre name by Peugeot

The name “Sceptre” reappeared in 1990 for some SRi versions of the Peugeot 205, 405 and 605. Peugeot had bought Chrysler’s European operations (which also included French carmaker Simca) in 1978 and rebranded the whole European Chrysler range under the reborn Talbot marque.

Humber Vogue 1963–66 (Australia)

Hillman Super Minx

Hillman Super Minx
Hillman Super Minx Mk I
Overview
Manufacturer	Rootes Group
Also called	Humber 90 (New Zealand, South Africa)
Production	1961–66 (saloon) 1962–64 (convertible) 1962–67 (estate)
Assembly	United Kingdom Port Melbourne, Australia Petone, New Zealand
Body and chassis
Body style	4-door saloon 5-door estate 2-door

ConvertibleRelatedSinger Vogue
Humber Vogue (Australia)
Humber Sceptre
Hillman MinxPowertrainEngine1,592 cc I4
(1961–65)
1,725 cc I4
(1965–1967)DimensionsWheelbase101 in (2,565 mm)Length165 in (4,191 mm))Width62.8 in (1,595 mm)Height58 in (1,473 mm)Curb weight2,239 lb (1,016 kg) (saloon)
2,368 lb (1,074 kg) (estate)ChronologySuccessorRootes Arrow

The Hillman Super Minx was a motor car from the British Rootes Group. It was a slightly larger version of the Hillman Minx, from the period when the long-running Minx nameplate was applied to the “Audax” series of designs. (The Minx underwent many changes throughout its history, and the Super Minx name was not used during production of non-Audax Minx designs.)

Announced in October 1961, the Super Minx gave Rootes, and particularly its Hillman marque, an expanded presence in the upper reaches of the family car market. It has been suggested that the Super Minx design was originally intended to replace, and not merely to supplement, the standard Minx, but was found to be too big for that purpose. An estate car joined the range in May 1962, and a two-door convertible in June 1962. The convertible never sold in significant numbers: the last one was made in June 1964, ahead of the introduction, in September 1964, of the Super Minx Mark III.

A cabriolet version was offered until 1964.

The car was powered by the Rootes 1,592 cc unit, which had first appeared late in 1953 with a 1,390 cc capacity. The original Super Minx had the cast-iron cylinder head version of the engine, though on later cars the cylinder head was replaced with an aluminium one.

Suspension was independent at the front using coil springs with anti-roll bar and at the rear had leaf springs and a live axle. Un-assisted 9 in (229 mm) Lockheed drum brakes were fitted. The steering used a recirculating ball system and was as usual at the time not power assisted. Standard seating, trimmed in Vynide, used a bench type at the front with individual seats as an option. A heater was fitted but a radio remained optional. The car could be ordered in single colour or two tone paint. The four-speed manual transmission featured synchromesh on the top three ratios from the start and had a floor lever: “Smiths Easidrive” automatic transmission was option.

A car was tested by the British magazine The Motor in 1962 and had a top speed of 80.0 mph (128.7 km/h) and could accelerate from 0-60 mph (97 km/h) in 21.6 seconds. A “touring” fuel consumption of 27.9 miles per imperial gallon (10.1 L/100 km; 23.2 mpg_-US) was recorded. The test car cost £854 including taxes, which was then slightly less than the recently upgraded Austin Cambridge A60.

The first Super Minxes featured the 1,592 cc engine as used in the Hillman Minx, providing in this application a claimed 62 bhp (46 kW; 63 PS) of power.

Mark II

A year after the car was launched a Mark II version was presented, in October 1962, with greasing points eliminated, larger front disc brakes and a revised axle ratio. For buyers of the automatic transmission cars, 1962 was the year that the Smiths Easidrive option was replaced by the Borg-Warner 35 transmission.

Mark III

In 1964, with the launch of the Super Minx Mark III the Super Minx was facelifted, and the wrap-around rear window gave way to a new “six-light” design with extra side windows aft of the rear side doors.

Mark IV

The Super Minx was also available as an estate car.

Engine capacity was increased to 1,725 cc for the Super Minx Mark IV launched at the London Motor Show in October 1965. (The larger engine outlived the Super Minx, to be used in later models too.)

Related models

Singer Vogue after the 1964 facelift which saw the wrap around rear window replaced with a more modern “six-light” arrangement

The Singer Vogue version was also available as an estate car.

Unlike the Hillman and Singer versions, the Super Minx based Humber Sceptre (shown here in its final form) retained the panoramic wrap-around rear window till the model was replaced, in the Humber’s case in 1967, by a Hillman Hunter based successor

Like many other Rootes products including the Minx, the Super Minx was one of a badge-engineered series of models, sold under various marques.

The Singer marque was represented by the Singer Vogue which had first been announced in July 1961, four months earlier than the Hillman Super Minx. The range was joined in 1963 by a Humber: the Humber Sceptre.The Singer Vogue and Humber Sceptre names would be retained by the successor Rootes Arrow model range. The Humber Sceptre was developed as a four-door replacement for the Sunbeam Rapier, but morphed into a Humber shortly before launch, while the two-door Rapier based in the ‘Audax’ Minx continued unreplaced until 1967. The Sceptre nevertheless was able to be successfully promoted as a more sporty car than the larger traditional Humbers. Unlike the Hillman and Singer versions, the Super Minx based Humber Sceptre retained the same roof, with large panoramic windscreen and striking shallow wrap-around rear window with fins, until the model was replaced, in the Humber’s case in 1967, by a Hillman Hunter based successor.

The cars differed in subtle ways, with the Singer being positioned slightly above the Hillman and gaining such extras as quad headlights, and the Humber topping the range, commensurate with Humber’s traditional role as a producer of upmarket and luxury models. The styling of the Sceptre (as well as the Vogue) somewhat recalled previous, larger Humbers. The Sceptre marks 1 and 1A had a slightly different grille arrangement and front trim to the Vogue as well as a taller panoramic windscreen, sloping rear roofline and larger rear fins. . It had been intended that the Sceptre be a sports saloon until shortly before its launch as a Humber, hence its sprightly performance compared with other Humber models.

Nearly five years after its launch, a Singer Vogue Series IV saloon tested by the Britain’s Autocar magazine in August 1966, now with an advertised power output of 85 bhp (63 kW; 86 PS), had a top speed of 93 mph (150 km/h) and could accelerate from 0-60 mph (97 km/h) in 25 seconds. An overall fuel consumption of 22.0 miles per imperial gallon (12.8 L/100 km; 18.3 mpg_-US) was achieved. The test car was priced by Rootes in the UK at £911 including taxes, at a time when the Austin 1800 was retailing for £888 and the Ford Corsair GT was offered at £925. The performance was felt to be lively, and the gear change, supported on the test car with an optional overdrive, ‘crisp’ with well chosen ratios. Comfort and fittings were also commended, but the fuel consumption and the tendency of the heavy brakes to fade when used hard disappointed the testers: this would presumably not have been an issue had the road test been of a Humber Sceptre which had its stopping power from a servo-assisted 10-inch (250 mm) front disc/rear drum arrangement.

The Humber was also, at launch, fitted with a high tune version of the 1,592 cc and, from September 1965, 1,725 cc oversquare engine producing 80 hp (60 kW) and 85 hp (63 kW) respectively. Early models with the 1,592 cc engine had twin single Zenith downdraught carburettors – later 1,592/1,725 cc engines used a Solex twin choke downdraught carburettor for simplicity. The twin Zenith carburettors had been hard to keep balanced. Other modifications included a water-jacketed inlet manifold, timing adjustments and stronger valve springs to eliminate valve bounce at high engine speeds. The later H120’s 107 hp (80 kW) engine is a straight swap for both of these units and looks almost identical – it provides a useful boost in power to an already swift automobile. The unique Sceptre interior featured full instrumentation, including a tachometer marked up to 6,000 rpm, and a four-speed floor-mounted transmission with self-cancelling overdrive (with column-mounted control and indicator) on third and fourth gear for a total of six separate ratios in standard form. The lockout could be removed on first and second gears, and this was often done by Rootes in cars used for competitions such as rallying. In addition, the Sceptre was from the beginning provided with servo-assisted braking control and, unusually in 1963, 10-inch front disc-brakes. The Marks 1 and 1A were not available with an automatic option – although this was rectified with the Mark II cars, using a three-speed unit with automatic kick-down. This was a cheaper option than was usual at the time due to the deletion of the Laycock De Normanville overdrive fitted to the Manual cars.

There was a Singer variant of the smaller Minx as well (the Singer Gazelle) but no equivalent Humber version of the Minx, (except for the Humber 80 version of the Minx released in New Zealand, as is Humber 90 to the Super Minx) which would have been uncharacteristically small for the Humber marque; conversely there was a sporty Sunbeam version of the Minx (the Sunbeam Rapier) but no Sunbeam version of the Super Minx.

In addition to assembling the Super Minx, Rootes Australia produced variants of the Singer Vogue from 1963 to 1966 as the Humber Vogue and Humber Vogue Sports.

At least six Humber Sceptre development mules were built with the same engine as the Sunbeam Tiger – a 289 cui Ford V8 unit – Sadly this was not proceeded with as it would have made for a very capable sporting saloon which would have had few rivals in its class. At least one of these original cars survives.

Replacement

The Super Minx saloon and its Singer relatives were replaced by the Rootes Arrow range when the Hillman Hunter and Singer Vogue were launched at the London Motor Show in October 1966. However, the Hunter was initially offered only as a saloon and accordingly the Super Minx estate car remained in production until April 1967.

Humber catalogue for 1930

“Such Cars As Even Humber Never Built Before”

‘	NEW SEASON’S MODELS & PRICES	‘

9/28	Touring Car	£240
9/28	Fabric Saloon	£280
9/28	Saloon	£295
16/50	Imperial Touring Car	£410
16/50	Humber Touring Car	£425
16/50	Imperial Saloon	£435
16/50	Humber Saloon	£465
16/50	Six-Light Weymann Saloon	£465
16/50	Four-Door Weymann Coupé	£475
16/50	Drop-Head Coupé	£495
20/65	DualPurpose Car	£475
20/65	Saloon	£525
20/65	Limousine	£725
20/65	Landaulette	£725


Humber	“Snipe” Touring Car	£495
Humber	“Snipe” Six-Light Weymann Saloon	£535
Humber	“Snipe” Saloon	£535
Humber	“Snipe” Four-Door Weymann Coupé	£545
Humber	“Snipe” Drop-Head Coupé	£565
Humber	“Pullman” Landaulette	£775
Humber	“Pullman” Limousine	£775
Humber	Cabriolet de Ville	£1,095
	(Coachwork by Thrupp & Maberly)

Surviving cars

There is a thriving club, and many of these upmarket cars survive today.

The world’s largest collection of Humber cars can be viewed at the Marshalls Post-Vintage Humber Car Museum in Hull. It includes 21 Humber cars dating from 1932 to 1970 on permanent display, plus 24 unrestored cars.

When Queen Elizabeth, the Queen Mother visited Western Australia in the 1950s, a Humber was shipped over for her. It was left in a paddock, and was rediscovered and verified in 2002. It has since been restored and is currently privately owned.

SUNBEAM car company Wolverhampton England since 1888 including Hillman + Humber

Sunbeam (car company)

Sunbeam was a marque registered by John Marston Co. Ltd of Wolverhampton, England, in 1888. The company first made bicycles, then motorcycles and cars, from the late 19th century until about 1936, and applied the marque to all three forms of transportation. The company also manufactured aero engines in World War I and 647 aircraft during World War II. A Sunbeam was the first British car to win a Grand Prix race, and it set a number of land speed records. The company went into receivership in 1935 and was purchased by the Rootes Group, which continued to use the Sunbeam marque until 1976 when new owners Chrysler rebranded the vehicles.

Early history

John Marston was apprenticed to the Jeddo Works of Wolverhampton as a japanner (metal lacquerer). In 1859, at the age of 23, he bought two tinplate manufacturers and set up on his own as John Marston Co. Ltd. Marston was an avid cyclist; and, in 1877, he set up the Sunbeamland Cycle Factory, producing bikes known as Sunbeams. Between 1899 and 1901, the company also produced a number of experimental cars, but none was offered to the market.

The first production car named as a Sunbeam was introduced in 1901, after a partnership with Maxwell Maberley-Smith. The Sunbeam-Mabley design was an odd one, with seats on either side of a belt-drive powered by a single-cylinder engine of less than 3 hp (2.2 kW). The design was a limited success, with 420 sold at £130 when production ended in 1904 (source?? Other sources state 130 made). At that point the company started production of a Thomas Pullinger–designed car based on the Berliet mechanicals. They introduced a new model, based on a Peugeot motor they bought for study, in 1906 and sold about 10 a week.

In 1905, the Sunbeam Motorcar Company Ltd was formed separate from the rest of the John Marston business, which retained the Sunbeam motorcycles and bicycles.

The Breton car designer, Louis Coatalen, joined the company from Hillman-Coatalen in 1909, and became chief designer. He soon reorganised production such that almost all parts were built by the company, as opposed to relying on outside suppliers. He quickly introduced his first design, the Sunbeam 14/20, their first to use a shaft-driven rear axle, upgrading it in 1911 with a slightly larger engine as the 16/20.

Sunbeam made a small number of Veterans, and by 1912 were making conventional, high-quality cars. Direct competitors to Rolls Royce, Sunbeams were considered to be a car for those who thought an RR a little ostentatious.

Louis Coatalen in the Nautilus at Brooklands in 1910

Coatalen was particularly fond of racing as a way to drive excellence within the company, noting that “Racing improves the breed”. After designing the 14/20, he started the design of advanced high-power engines, combining overhead valves with a pressurised oil lubrication system. In 1910 he built his first dedicated land-speed-record car, the Sunbeam Nautilus, powered by a 4.2-litre version of this engine design. The Nautilus implemented a number of early streamlining features, known as “wind cutting” at the time, but the custom engine suffered various problems and the design was eventually abandoned. The next year he introduced the Sunbeam Toodles II, featuring an improved valve system that turned it into a success. Coatalen won 22 prizes in Toodles II at Brooklands in 1911, and also achieved a flying mile of 86.16 mph (138.66 km/h) to take the 16 hp Short Record. Sunbeam cars powered by more conventional (for the time) side-valve engines featured prominently in the 1911 Coupé de l’Auto race, and improved versions won first, second and third the next year. Sunbeams continued to race over the next few years, but the company had moved on to other interests.

Coatalen also designed a number of passenger cars, notably the Sunbeam 12/16. By 1911 Sunbeam were building about 650 cars a year, at that time making them a major manufacturer.

First World War

Starting in 1912 they had also branched out into aircraft engines, introducing a series of engines that were not particularly successful commercially. Coatalen seemed to be convinced that the proper solution to any engine requirement was a design for those exact specifications, instead of producing a single engine and letting the aircraft designers build their aircraft around it. Their most numerous designs were the troublesome V8 Sunbeam Arab, which was ordered in quantity in 1917 but suffered from continual vibration and reliability problems and only saw limited service, and the more successful V12 Sunbeam Cossack. Meanwhile Coatalen continued to experiment with ever-more odd designs such as the star-layout Sunbeam Malay, which never got beyond a prototype, the air-cooled Sunbeam Spartan and the diesel-powered Sunbeam Pathan. The company was fairly successful with the introduction of newer manufacturing techniques, however, and was one of the first to build aluminium single-block engines, a design that would not become common until the 1930s.

During the First World War, the company built motorcycles, trucks, and ambulances. The company also participated in the Society of British Aircraft Constructors pool, who shared aircraft designs with any companies that could build them. Acting in this role, they produced 15 Short Bombers powered by their own Sunbeam Gurkha engines, 20 Short Type 827s, 50 Short 310s, and others including Avro 504 trainers; they even designed their own Sunbeam Bomber, which lost to a somewhat simpler Sopwith design. Sunbeam had produced 647 aircraft of various types by the time the lines shut down in early 1919.

Post-war

Sunbeam 14/40 Tourer 1926

Sunbeam 350hp at the National Motor Museum

The record-breaking Sunbeam 1000hp

In 1919 Darracq bought the London-based firm of Clément-Talbot (becoming Talbot-Darracq) in order to import Talbots into England from France. On August 13, 1920, Sunbeam merged with the French company Automobiles Darracq S.A.. Alexandre Darracq built his first car in 1896, and his cars were so successful that Alfa Romeo and Opel both started out in the car industry by building Darracqs under licence. Adding Sunbeam created Sunbeam-Talbot-Darracq, or STD Motors.

In addition to quality limousine, saloon and touring cars, Coatalen was pleased to build racing cars for Henry Segrave—who won the French and Spanish GPs in 1923/4. He also built a Brooklands racer with a purpose built V12 18.3 litre engine whose design was a hybrid of the Sunbeam Manitou and the Sunbeam Arab aero engines. This engine had four blocks of three cylinders arranged in two banks set at 60 degrees (unlike the Arab which were set at 90 degrees). Each cylinder had one inlet and two exhaust valves actuated by a single overhead camshaft. The two camshafts were driven by a complex set of 16 gears from the front of the crankshaft – a very similar arrangement to that used on the Maori engine which had two OHC per bank of cylinders. This famous car (Sunbeam 350HP) established three Land Speed Records – the first achieved by Kenelm Lee Guinness at Brooklands in 1922 with a speed of 133.75mph. Malcolm Campbell then purchased the car, had it painted in his distinctive colour scheme, named it Blue Bird and in September 1924 achieved a new record speed of 146.16mph at Pendine Sands in South Wales, raising it the following year to 150.76mph. The same year Coatalen’s new 3 litre Super Sports came 2nd at Le Mans—beating Bentley—this was the first production twin-cam car in the world. In 1926 Segrave captured the LSR in a new 4 litre V12 Sunbeam racer originally named Ladybird and later renamed Tiger. Coatalen decided to re-enter the LSR field himself, building the truly gigantic Sunbeam 1000HP powered by two 450 hp (340 kW) Matabele engines. On 29 March 1927 the car captured the speed record at 203.792 mph (327.971 km/h). The car is now at the National Motor Museum, Beaulieu, UK.

Sunbeam’s great era was really the 1920s under Coatalen’s leadership with very well engineered, high quality, reliable cars — and a great reputation on the track.

A later land speed record attempt, the 1930 Silver Bullet, failed to achieve either records, or the hoped-for advances in aero engines. It is now almost forgotten. Sunbeam did not really survive the depression and in 1935 went into receivership and was sold to Lord Rootes. The last true Sunbeam was made in 1935. The new entry model “Dawn” was a typical mid-1930s design with independent front suspension whereas other models, the 18.2HP and Speed 20 were based on Vintage designs and qualify as PVT under VSCC rules.

Coatalen’s obsession with improvement meant that there were numerous small changes in models from year to year. Therefore although his designs are basically similar, few parts are interchangeable.

In the Vintage period, typically two models dominated production volumes at each period:

1920–24 16 hp, 16/40, 24 hp, 24/60 & 24/70 all based on pre-war designs.
1922–23 14 hp The first highly successful post-war 4-cylinder.
1924 12/30 & 16/50 only produced in small numbers.
1924–26 14/40 and big brother 20/60 developed from 14 hp with 2 more cylinders added.
1926–30 3 litre Super Sports, highly successful and much coveted, the first production twin OHC car in the world.
1926–30 16 hp (16.9) & 20 hp (20.9). Two new designs with six-cylinder integral cast iron block and crankcase. Both were reliable capable cars produced over many years, (20.9) with a 3-litre engine producing 70 BHP is noted for its performance and is well respected as a practical and reliable touring car. It has many shared components with the 3-litre Super Sports (brakes, suspension, steering, axles, gearbox, transmission).
1926–32 20/60 developed into 25 hp with bore increased from 75 to 80 mm. A few 8-cylinder cars produced in this period, 30 hp & 35 hp.
1930–32 16 hp bore increased from 67 to 70 mm, (16.9 to 18.2 hp).
1931–33 New model 20 hp introduced with 80 mm bore and 7 main bearings rated at 23.8 hp. Very smooth and powerful engine.
1933 18.2 hp engine installed in Speed 20 chassis and renamed ‘Twenty’.
1933–34 20.9 hp engine resurrected with improved exhaust manifold and downdraught carb installed in new cruciform braced chassis for the Speed 20. Highly desirable and fast touring model especially the 1934 body style.
1933–35 Twenty-Five introduced with modified 1931–33 23.8 hp engine.
1934 Twenty given the 20.9 engine in place of the 18.2.
1934–35 Dawn introduced. 12.8 hp (9.5 kW) engine and IFS. Nice little car but not a great success.
1935 Speed 20 renamed Sports 21 with redesigned body style.
1935 Sports 21 given a high compression version of Twenty-Five engine.

The most successful, judged by volumes, was the 16 hp (16.9) followed by 20 hp ( 20.9) made from 1926 to 1930. Whilst the 16 was solid and very reliable, it was a little underpowered at 2.1 litres, the 20.9 made a big jump to 3 litres and 70 bhp (52 kW; 71 PS) with similar body weight and vacuum servo brakes and was capable of 70 mph (110 km/h).

Sunbeam built their own bodies but also supplied to the coachbuilder trade; many limousines were built on Sunbeam chassis. The sales catalogue illustrates the standard body designs.

Rootes Group

Sunbeam-Talbot Saloon 1947

Sunbeam-Talbot 90 4-Door Saloon 1948

STD Motors went into receivership in 1935. By this point only Talbot was still a success and in 1935 that portion was purchased by the Rootes Group. William Lyons of “SS Cars,” who was looking for a name change, given the rising Nazi connotations, tried to buy Sunbeam but they were also purchased by Rootes. After World War II SS Cars changed their name to Jaguar.

Car production at the Wolverhampton factory was terminated but trolleybus production continued there and Karrier trolleybus production was re-located there from Luton by 1939. During wartime the factory produced the only trolleybus available in the UK; a four-wheeled double decker known as either the Karrier or Sunbeam W4. Rootes sold the factory and designs to Brockhouse Ltd in 1946 who sold them in turn to Guy Motors in 1948 who built Sunbeam trolleybuses at their factory until the last was completed in 1964.

Rootes was an early proponent of badge engineering, building a single mass-produced chassis and equipping it with different body panels and interiors to fit different markets. They ended production of existing models at all the new companies, replacing them with designs from Hillman and Humber that were more amenable to mass production.

In 1938 Rootes created a new marque called Sunbeam-Talbot which combined the quality Talbot coachwork and the current Hillman and Humber chassis and was assembled at the Talbot factory in London. The initial two models were the Sunbeam-Talbot 10 and the 3-litre followed by the Sunbeam-Talbot 2 Litre and 4 litre models based on the earlier models only with different engines and longer wheelbases. Production of these models continued after the war until 1948.

In the summer of 1948, the Sunbeam-Talbot 80 and Sunbeam-Talbot 90 were introduced, with a totally new streamlined design with flowing front fenders (wings). The 80 used the Hillman Minx based engine with ohv and the 90 utilised a modified version of the Humber Hawk with ohv. The car bodies were manufactured by another Rootes Group company, British Light Steel Pressings of Acton, however the convertible drophead coupé shells were completed by Thrupp & Maberly coachbuilders in Cricklewood. The underpowered 80 was discontinued in 1950. The 90 was renamed the 90 Mark II and then the 90 Mark IIA and eventually in 1954 the Sunbeam Mark III, finally dropping the Talbot name. With the model name changes, the headlights were raised on the front fenders and an independent coil front suspension and the engine displacement went from 1944 cc to 2267 cc with a high compression head and developing 80 bhp (60 kW; 81 PS).

There was one more model of the Sunbeam-Talbot that appeared in 1953 in the form of an Alpine, a two seater sports roadster which was initially developed by a Sunbeam-Talbot dealer George Hartwell in Bournemouth as a one-off rally car that had its beginnings as a 1952 drophead coupé. It was named supposedly by Norman Garrad, (works Competition Department) who was heavily involved in the Sunbeam-Talbot successes in the Alpine Rally in the early 1950s using the Saloon model. The Alpine Mark I and Mark III (a Mark II was never made) were hand built like the Drophead Coupé at Thrupp & Maberly coachbuilders from 1953 to 1955 when production ceased after close to 3000 were produced. It has been estimated that perhaps only 200 remain in existence today. The Talbot name was dropped in 1954 for the Sunbeam Alpine sports car, making Sunbeam the sports-performance marque. In 1955 a Sunbeam saloon won the Monte Carlo Rally. Production ceased in 1956 and replaced by the sporty Sunbeam Rapier.

In 1959 a totally new Alpine was introduced, and the 1955 Rapier (essentially a badge-engineered Hillman Minx) was upgraded. After several successful series of the Alpine were released, director of US West-Coast operations, Ian Garrad, became interested in the success of the AC Cobra, which mounted a small-block V-8 engine in the small AC Ace frame to create one of the most successful sports cars of all time. Garrad became convinced the Alpine frame could also be adapted the same way, and contracted Carroll Shelby to prototype such a fit with a Ford engine. The result was the Sunbeam Tiger, released in 1964, which went on to be a huge success.

Chrysler era

Sunbeam Rapier fastback coupé

But at this point, Rootes was in financial trouble. Talks with Leyland Motors went nowhere, so in 1964, 30 percent of the company (along with 50 percent of the non-voting shares) was purchased by Chrysler, who was attempting to enter the European market. Ironically, Chrysler had purchased Simca the year earlier, who had earlier purchased Automobiles Talbot, originally the British brand that had been merged into STD Motors many years earlier.

Chrysler’s experience with the Rootes empire appears to have been an unhappy one. Models were abandoned over the next few years while they tried to build a single brand from the best models of each of the company’s components, but for management, “best” typically meant “cheapest to produce,” which was at odds with the former higher-quality Rootes philosophy. Brand loyalty started to erode, and was greatly damaged when they decided to drop former marques and start calling everything a Chrysler. The Tiger was dropped in 1967 after an abortive attempt to fit it with a Chrysler engine, and the Hillman Imp–derived Stiletto disappeared in 1972.

The last Sunbeam produced was the “Rootes Arrow” series Alpine/Rapier fastback (1967–76), after which Chrysler, who had purchased Rootes, disbanded the marque. The Hillman (by now Chrysler) Hunter, on which they were based, soldiered on until 1978. A Hillman Avenger-derived hatchback, the Chrysler Sunbeam, maintained the name as a model, rather than a marque, from 1978 to the early 1980s, with the very last models sold as Talbot Sunbeams. The remains of Chrysler Europe were purchased by Peugeot and Renault in 1978, and the name has not been used since.

Electric cars – 2014

The Sunbeam trade mark was re-introduced with the approval of Peugeot SA in November 2014. The Sunbeam Motor Company Limited (Reg No SC 492037) became registered owner of Sunbeam class 12 trade mark on 17th November 2014 (UK3045611) to design and manufacture two, three and four wheel Sunbeam electric vehicles.

Products

Sunbeam rear entrance Tonneau

Sunbeam car at the Black Country Living Museum 1903

Early fire engine on display at the Black Country Living Museum, preserved by the Marston Wolverhampton Heritage Trust

Sunbeam Cars

Pre WWI

1901–04 Sunbeam Mabley
1902-03 Sunbeam rear entrance Tonneau
1903–10 Sunbeam 12 hp
1904-05 Sunbeam side entrance Tonneau
1905–11 Sunbeam 16/20 and 25/30
1908 Sunbeam 20
1908–09 Sunbeam 35
1909 Sunbeam 16
1909–15 Sunbeam 14/20, 16/20, and 20
1910–11 Sunbeam 12/16
1911–15 Sunbeam 18/22, 25/30 and 30
1912–15 Sunbeam 12/16 and 16
1912–14 Sunbeam 16/20

Inter-war years

1932 Sunbeam 20

1935 Sunbeam Model 25 Saloon

1950 Sunbeam-Talbot 90

1919–21 Sunbeam 16/40
1919–24 Sunbeam 24, 24/60 and 24/70
1922–23 Sunbeam 14 and 14/40
1923–26 Sunbeam 20/60
1924–33 Sunbeam 16 (16.9 and 18.2)
1925–30 Sunbeam 3 litre Super Sports (Twin Cam)
1926–32 Sunbeam Long 25
1927–30 Sunbeam 20 (20.9)
1930–33 Sunbeam 20 (23.8)
1933–35 Sunbeam Speed Twenty
1934–35 Sunbeam Twenty
1934–35 Sunbeam Twenty-Five
1934–35 Sunbeam Dawn

Rootes Group Cars

1936–37 Sunbeam 30
1938–48 Sunbeam-Talbot Ten
1939–48 Sunbeam-Talbot Two Litre
1938–40 Sunbeam-Talbot Three Litre
1939–40 Sunbeam-Talbot Four Litre

Post WWII

1938–48 Sunbeam-Talbot Ten

1938-1948 Sunbeam-Talbot Ten

Sunbeam-Talbot Ten

Overview
Manufacturer	Rootes Group
Production	1938-1948
Body and chassis
Body style	4-door saloon drophead coupé tourer
Related	Sunbeam-Talbot 2 Litre
Powertrain
Engine	1185 cc Straight-4
Transmission	4-speed manual
Dimensions
Wheelbase	94 in (2,388 mm)
Length	156 in (3,962 mm)
Width	60 in (1,524 mm)
Chronology
Predecessor	Hillman Minx
Successor	Sunbeam Talbot 80

The Sunbeam-Talbot Ten is a four-door saloon manufactured by the Rootes Group between 1938 and 1939, and then reintroduced after the Second World War and sold between 1945 and 1948. A cabriolet version was also available.

The British piece of the Sunbeam-Talbot-Darracq business fell into the hands of Rootes in 1935, and the new owner’s strategy was clearly to use the prestige of the Sunbeam-Talbot name for selling larger numbers of lower priced cars than hitherto. The Sunbeam-Talbot Ten was one of the first products of the Rootes strategy, being in effect a stylishly rebodied version of the company’s existing middle market saloon, the Hillman Minx.

The classic saloon featured the streamlining increasingly characteristic of mainstream British cars in the later 1930s, along with “stand-alone” headlights. Power came from a 1185 cc side-valve engine for which 41 bhp (30 kW) of power output was claimed. All four wheels were suspended using semi elliptical leaf springs. Top speed was quoted as 68 mph (109 km/h).

Visually the car was virtually indistinguishable from the faster Sunbeam-Talbot 2 Litre, although the faster car was actually about 3 inches (8 cm) longer in wheel-base and overall body length.

In 1948 the Sunbeam-Talbot Ten was replaced by the more modern Sunbeam-Talbot 80 which was essentially a restyled version of the same car.

1947 Sunbeam Talbot Ten Saloon
1938 Sunbeam-Talbot Ten Drophead Coupé
1948 Sunbeam Talbot Ten Tourer

1939–48 Sunbeam-Talbot Two Litre
1948–50 Sunbeam-Talbot 80
1948–54 Sunbeam-Talbot 90 Marks I, II & IIA

Sunbeam-Talbot 90

Sunbeam-Talbot 90
Sunbeam-Talbot 90 MkI
Overview
Manufacturer	Rootes Group
Production	1948-1954 20,381 built
Body and chassis
Body style	4-door saloon 2-door drophead coupé
Related	Sunbeam-Talbot 80
Powertrain
Engine	1944 cc Straight-4 till 1952 2267 cc Straight-4 from 1952
Transmission	4-speed manual
Dimensions
Wheelbase	97.5 in (2,476 mm)
Length	167.5 in (4,254 mm)
Width	62.5 in (1,588 mm)
Height	59 in (1,499 mm)
Chronology
Predecessor	Sunbeam-Talbot 2 Litre
Successor	Sunbeam MkIII

The Sunbeam Talbot 90 was a sporting car built by the Rootes Group in Ryton Coventry under their Sunbeam-Talbot brand.

The car was launched in 1948 along with the smaller-engined Sunbeam-Talbot 80 but many features dated back to the pre war Sunbeam-Talbot 2 Litre. The body was completely new and available as a four-door saloon or two-door drophead coupé. The saloon featured a “pillarless” join between the glass on the rear door and the rear quarter window.

The car went through three versions before the name was changed to Sunbeam MkIII (without “Talbot”) in 1954. It was the last car to bear the Sunbeam-Talbot name.

Sunbeam Talbot 90 “Pillarless” Rear Window

Sunbeam-Talbot 90 MkI 1948–1950

Sunbeam-Talbot 90 MkI Saloon

The original version had a 64 bhp (48 kW) 1,944 cc side-valve four-cylinder engine derived from a pre-war Humber unit carried over from the Sunbeam-Talbot 2-Litre. The chassis was derived from the Ten model but with wider track and had beam axles front and rear and leaf springs. The brakes were updated to have hydraulic operation. Saloon and Drophead coupé bodies were fitted to the chassis and the rear wheel openings were covered by metal “spats”.

4000 were made.

Sunbeam-Talbot 90 MkII 1950–1952

Sunbeam-Talbot 90 Mk II cabriolet

The Mk II got a new chassis with independent front suspension using coil springs. The engine was enlarged to 2267 cc. The increased engine block capacity was shared with the company’s 1950 Humber Hawk, but in the cylinder head the Humber retained (until 1954) the old side-valve arrangement. The Sunbeam’s cylinder head was changed to incorporate overhead valves, giving rise to a claimed power output of 70 bhp (52 kW), compared with only 58 bhp (43 kW) for the Humber. The favourable power-to-weight ratio meant that the Talbot could be “geared quite high” and still provide impressive acceleration where needed for “quick overtaking”.

The front of the Talbot 90 body was modified; the headlights were higher and there were air inlet grilles on either side of the radiator

A Coupé version tested by The Motor magazine in 1952 had a top speed of 85.2 mph (137.1 km/h) and could accelerate from 0-60 mph (97 km/h) in 20.2 seconds. A fuel consumption of 22.5 miles per imperial gallon (12.6 L/100 km; 18.7 mpg_-US) was recorded. The test car cost £1393 including taxes.

5493 were made.

Sunbeam-Talbot 90 MkIIA 1952–1954

The Mk IIA had a higher compression engine raising output to 77 bhp (57 kW). To cater for the higher speeds the car was now capable of, the brakes were enlarged and to improve brake cooling the wheels were pierced. The Talbot MkIIA coupe/convertible is regarded as the rarest of the Sunbeam Talbots.

The rear wheel spats were no longer fitted.

10,888 were made.

Sunbeam-Talbot 90 Mk IIA saloon

1953 Sunbeam-Talbot 90 MkIIA Drophead Coupe

Sunbeam-Talbot 90 MkIIA Drophead Coupe of 1953

Sunbeam-Talbot 90 MkIIA Sedan

Sunbeam-Talbot 90 MkIIA Drophead Coupe

Sunbeam Mk III

Sunbeam Mk III
1956 Sunbeam Mk III
Overview
Manufacturer	Rootes Group
Production	1954-1957 2,250 built
Assembly	United Kingdom Australia
Body and chassis
Body style	4-door saloon 2-door drophead coupé
Powertrain
Engine	2267 cc Straight-4
Chronology
Predecessor	Sunbeam-Talbot 90

From 1954 to 1957 the car continued, but without the Talbot name and was marketed as the Sunbeam MkIII and badged on the radiator shell as Sunbeam Supreme. The drophead coupé was not made after 1955.

There were some minor styling changes to the front with enlarged air intakes on each side of the radiator shell and three small portholes just below each side of the bonnet near to the windscreen. Duo-tone paint schemes were also available. Engine power was increased to 80 bhp (60 kW) and overdrive became an option.

A Mk III tested by The Motor magazine in 1955 had a top speed of 93.6 mph (150.6 km/h) and could accelerate from 0-60 mph (97 km/h) in 17.4 seconds. A fuel consumption of 22.1 miles per imperial gallon (12.8 L/100 km; 18.4 mpg_-US) was recorded. The test car cost £1191 including taxes.

The main Rootes Group dealers in Leicester, Castles of Leicester, offered a conversion that moved the gearchange to the transmission tunnel, modified the cylinder head, fitted a bonnet air scoop and changed the way the boot lid opened. These models were not connected with the Sunbeam factory but are sometimes referred to as the Mk IIIS. Some 30-40 cars were modified. The revised gearchange was also offered as an after market accessory and was suitable for fitting to earlier models also.

Approximately 2250 were made.

1954–57 Sunbeam 90 Mark III
1953–55 Sunbeam Alpine Mark I

1953-75 Sunbeam Alpine

Sunbeam Alpine
Overview
Manufacturer	Rootes Group
Production	1953–75
Assembly	Ryton-on-Dunsmore, Warwickshire, England
Body and chassis
Body style	Sports car
Layout	FR layout

The Sunbeam Alpine is a sporty two-seat open car from Rootes Group‘s Sunbeam car marque. The original was launched in 1953 as the first vehicle from Sunbeam-Talbot to bear the Sunbeam name alone since the 1935 takeover of Sunbeam and Talbot by the Rootes Group.

Alpine Mark I and III

Sunbeam Alpine Mark I & III

Overview
Production	1953–55 1.582 made
Assembly	United Kingdom Australia
Body and chassis
Body style	2-door roadster
Related	Sunbeam-Talbot 90
Powertrain
Engine	2267 cc (2.3L) I4
Dimensions
Wheelbase	97.5 in (2,476 mm)
Length	168.5 in (4,280 mm)
Width	62.5 in (1,588 mm)
Chronology
Successor	Series Alpine

The Alpine was derived from the Sunbeam-Talbot 90 Saloon, and has become colloquially known as the “Talbot” Alpine. It was a two-seater sports roadster initially developed by Sunbeam-Talbot dealer George Hartwell in Bournemouth, as a one-off rally car. It had its beginnings as a 1952 Sunbeam-Talbot drophead coupé, and was supposedly named by Norman Garrad of the works Competition Department, who was heavily involved in Sunbeam-Talbot’s successes in the Alpine Rally during the early 1950s using the saloon models.

The car has a four-cylinder 2267 cc engine from the saloon, but with a raised compression ratio. However, since it was developed from the saloon platform, it suffered from rigidity compromises despite extra side members in the chassis. The gearbox ratios were changed, and from 1954 an overdrive unit became standard. The gearchange lever was column-mounted.

The Alpine Mark I and Mark III (no Mark II was made) were hand-built – as was the 90 drophead coupé – at Thrupp & Maberly coachbuilders from 1953 to 1955, and remained in production for only two years. Of the 1582 automobiles produced, 961 were exported to the USA and Canada, 445 stayed in the UK, and 175 went to other world markets. It has been estimated that perhaps as few as 200 have survived.

The Sunbeam Alpine Mk 1 Special: It was based on the 2267cc Mk 1 Sunbeam Talbot motor, with alloy rocker cover and Siamese exhaust ports [ cylinders 2 and 3 ]. These motors developed a reputed ,97.5 bhp at 4,500 rpm, mainly by raising the compression ratio to 8.0:1 and incorporating a special induction manifold with a twin choke solex 40 P.I.I carburettor .

Sunbeam Alpine Team Cars : MKV 21 – 26: The motors were configured the same as the Sunbeam Alpine Mk I Special, with further tuning by ERA to raise power to over 100 bhp.

Alpine Mk III

In the 1953 Alpine Rally four Alpines won the Coupe des Alpes, one of which, finishing 6th, was driven by Stirling Moss; Sheila van Damm won the Coupe Des Dames in the same rally.

Very few of these cars are ever seen on the big screen. However, a sapphire blue Alpine featured prominently in the 1955 Alfred Hitchcock film To Catch a Thief starring Cary Grant and Grace Kelly. More recently, the American PBS show History Detectives tried to verify that an Alpine roadster owned by a private individual was the actual car used in that movie. Although the Technicolor process could “hide” the car’s true colour, and knowing that the car was shipped back from Monaco to the USA for use in front of a rear projection effect, the car shown on the programme was ultimately proven not to be the film car upon comparison of the vehicle identification numbers.

Alpine Series I to V

Sunbeam Alpine Series I to V

Overview
Production	1959–1968 69,251 made
Body and chassis
Body style	2-door roadster
Related	Sunbeam Tiger
Powertrain
Engine	Series I: 91.2 cu in (1.5 L) I4 Series II, III & IV—1592 cc (1.6L) I4 Series V—1725 cc (1.7L) I4
Dimensions
Wheelbase	86 in (2,184 mm)
Length	155 in (3,937 mm)
Width	61 in (1,549 mm)
Height	51 in (1,295 mm)
Chronology
Successor	none

Kenneth Howes and Jeff Crompton were tasked with doing a complete redesign in 1956, with the goal of producing a dedicated sports car aimed principally at the US market. Ken Howes contributed some 80 per cent of the overall design work, which bears more than incidental resemblance to the early Ford Thunderbird; Howe had worked at Ford before joining Rootes.

The Alpine was produced in four subsequent revisions through to 1968. Total production numbered around 70,000. Production stopped shortly after the Chrysler takeover of the Rootes Group.

Series I 1959–1960

The “Series” Alpine started production in 1959. One of the original prototypes still survives and was raced by British Touring car champion Bernard Unett.

The car made extensive use of components from other Rootes Group vehicles and was built on a modified floorpan from the Hillman Husky estate car. The running gear came mainly from the Sunbeam Rapier, but with front disc brakes replacing the saloon car’s drums. An overdrive unit and wire wheels were optional. The suspension was independent at the front using coil springs and at the rear had a live axle and semi-elliptic springing. The Girling-manufactured brakes used 9.5 in (241 mm) disc at the front and 9 in (229 mm)drums at the rear.

Coupe versions of the post-1959 version were built by Thomas Harrington Ltd. Until 1962 the car was assembled for Rootes by Armstrong Siddeley.

An open car with overdrive was tested by the British magazine The Motor in 1959. It had a top speed of 99.5 mph (160.1 km/h) and could accelerate from 0–60 mph (97 km/h) in 13.6 seconds. A fuel consumption of 31.4 miles per imperial gallon (9.0 L/100 km; 26.1 mpg_-US) was recorded. The test car cost £1031 including taxes.

11,904 examples of the series I were produced.

In 1960 Sunbeam marketed a limited-production three-door variant of the Alpine, marketed as a shooting brake. With leather interior and walnut trim, its price was double that of its open counterpart.

The Series I featured a 1494 cc engine and was styled by the Loewy Studios for the Rootes Group. It had dual downdraft carburetors, a soft top that could be hidden by special integral covers and the first available roll up side windows offered in a British sports car of that time.

Series II 1962

The Series II of 1962 featured an enlarged 1592 cc engine producing 80 bhp and revised rear suspension, but there were few other changes. When it was replaced in 1963, 19,956 had been made.

A Series II with hardtop and overdrive was tested by The Motor magazine in 1960, which recorded a top speed of 98.6 mph (158.7 km/h), acceleration from 0–60 mph (97 km/h) in 13.6 seconds and a fuel consumption of 31.0 miles per imperial gallon (9.1 L/100 km; 25.8 mpg_-US). The test car cost £1,110 including taxes.

Series III 1963–1964

The Series III was produced in open and removable hardtop versions. On the hardtop version the top could be removed but no soft-top was provided as the area it would have been folded into was occupied by a small rear seat. Also, the 1592 cc engine developed less power. To provide more room in the boot, twin fuel tanks in the rear wings were fitted. Quarter light were fitted to the windows. Between 1963 and 1964, 5863 were made. alpine

Series IV 1964–1965

The lower-output engine option was now dropped with convertible and hardtop versions sharing the 82 bhp engine with single Solex carburettor. A new rear styling was introduced with the fins largely removed. Automatic transmission with floor-mounted control became an option, but was unpopular. From autumn 1964 a new manual gearbox with synchromesh on first gear was adopted in line with its use in other Rootes cars. A total of 12,406 were made.

Series V 1965–1968

The final version had a new five-bearing 1725 cc engine with twin Zenith-Stromberg semi-downdraught carburettors producing 93 bhp. There was no longer an automatic transmission option. 19,122 were made. In some export markets, 100 PS (99 bhp) SAE were claimed.

1967 Sunbeam Alpine Series V

A muscle-car variant of the later versions was also built, the Sunbeam Tiger.

Competition

1961 Sunbeam Harrington Alpine

The Alpine enjoyed relative success in European and North American competition. Probably the most notable international success was at Le Mans, where a Sunbeam Harrington won the Thermal Index of Efficiency in 1961. In the United States the Alpine competed successfully in Sports Car Club of America (SCCA) events.

Vince Tamburo won the G-Production National Championship in 1960 using the 1494cc Series I Alpine. In 1961 Don Sesslar took 2nd in the F-Production National Championship followed by a 3rd in the Championship in 1962. For 1963 the Alpine was moved into E-Production facing stiff competition from a class dominated by the Porsche 356. Sesslar tied in points for the national championship while Norman Lamb won the Southwest Division Championship in his Alpine.

A championship for Don Sesslar finally was achieved in 1964 with 5 wins (the SCCA totaled the 5 top finishes for the year). Dan Carmichael won the Central Division Championship in 1964 and 65. Carmichael continued to race the Alpine until 1967, when he finished 2nd at the American Road Race of Champions.

Bernard Unett raced factory prototype Alpine (registration number XRW 302) from 1962 to 1964 and in 1964 won the Fredy Dixon challenge trophy, which was considered to be biggest prize on the British club circuit at the time. Unett went on to become British Touring car champion three times during the 1970s.

A six-car works team was set up for the 1953 Alpine Rally. Although outwardly similar to their production-car counterparts they reputedly incorporated some 36 modifications, boosting the engine to an estimated 97.5 bhp.

Alpine “Fastback”

Sunbeam Alpine “Fastback”

Overview
Production	1969–1975
Body and chassis
Body style	2-door fastback
Powertrain
Engine	1725 cc (1.7L) I4
Dimensions
Wheelbase	98.5 in (2,502 mm)
Length	174.5 in (4,432 mm)
Width	64.75 in (1,645 mm)
Chronology
Successor	none

Main article: Rootes Arrow

Further information: Sunbeam Rapier § Sunbeam Rapier Fastback coupé

Rootes introduced the “Arrow” range in 1967, and by 1968 the saloons and estates (such as the Hillman Hunter) had been joined by a Sunbeam Rapier Fastback coupé model. In 1969, a cheaper, slightly slower and more economical version of the Rapier (still sold as a sporty model) was badged as the new Sunbeam Alpine.

All models featured the group’s strong five-bearing 1725 cc engine, with the Alpine featuring a single Stromberg CD150 carburettor to the Rapier’s twins, and the Rapier H120’s twin 40DCOE Weber carburettors.

Although drawing many parts from the group’s “parts bin”, including the rear lights of the estate Arrow models, the fastbacks nevertheless offered a number of unique features, including their pillar-less doors and rear side windows which combined to open up the car much like a cabriolet with a hardtop fitted. Extensive wooden dashboards were fitted to some models, and sports seats were available for a time.

Post-Sunbeam Alpine

The Alpine name was resurrected in 1976 by Chrysler (by then the owner of Rootes), on a totally unrelated vehicle that could not have been more different: the UK-market version of the Simca 1307, a French-built family hatchback. The car was initially badged as the Chrysler Alpine, and then finally as the Talbot Alpine following Chrysler Europe’s takeover by Peugeot in 1978. The name survived until 1984, although the design survived (with different names) until 1986.

1955–67 Sunbeam Rapier Series I, II, III, IIIA, IV & V

Sunbeam Rapier

Sunbeam Rapier
Sunbeam Rapier IIIA convertible
Overview
Manufacturer	Rootes Group
Production	1955-1976
Body and chassis
Body style	2 door saloon 2 door convertible 2 door fastback coupe
Related	Hillman Minx Singer Gazelle Sunbeam Alpine Fastback coupé
Chronology
Predecessor	Sunbeam Mark III
Successor	none

The Sunbeam Rapier is an automobile produced by the Rootes Group from 1955 to 1976, in two different body-styles, the “Series” cars (which underwent several revisions) and the later (1967–1976) fastback shape, part of the “Arrow” range.

The first generation Rapier was the first of the “Audax” range of light cars produced by the Rootes Group, in this instance as part of their Sunbeam marque. Announced at the London Motor Show in October 1955, it preceded its Hillman Minx and Singer Gazelle counterparts which were not introduced until 1956.

A four seat, two door hardtop coupé – designated Series I with the introduction of the Series II in 1958 – it was different from the Sunbeam Mark III, the car it would eventually replace. Although designed “in house” by the Rootes Group, it was inspired, via the Raymond Loewy design organisation, by the new-generation Studebaker coupés of 1953.

Series I

Sunbeam Rapier I

Overview
Production	1955–1958 7477 produced.
Body and chassis
Body style	2 door saloon
Powertrain
Engine	1390 cc overhead valve Straight-4
Dimensions
Wheelbase	96 in (2,400 mm)
Length	160 in (4,100 mm)
Width	60 in (1,500 mm)
Height	57 in (1,400 mm)

The styling of the Series I Rapier was undertaken by the design firm of Raymond Loewy Associates and showed a great deal of influence of Raymond Loewy‘s 1953 Studebaker Hawk (itself an acclaimed design). Available in a range of two-tone colour schemes typical of the period, it had a steering column gear change, leather trim and an overdrive as standard fittings. Vinyl trim was an option in the UK and standard in certain export territories. Rapier bodies were built by Pressed Steel, shipped to Thrupp & Maberly in north London where they were painted and trimmed, then shipped again to the Rootes assembly plant at Ryton-on-Dunsmore near Coventry where the engines, transmission and running gear were fitted. This complex situation persisted until late 1963 when the Series IV was introduced.

The Rapier’s 1390 cc engine was essentially the same as that fitted to the Hillman Minx but with a raised compression ratio (8:1 instead of 7:1), a Zenith DIF 36 carburettor and revised inlet and exhaust manifolds. In this form it developed 62.5 bhp (47 kW; 63 PS) at 5000 rpm. A column change, four speed transmission with overdrive on third and top was included in the price as a standard feature.

From October 1956, directly as a result of experience gained in international rallying by Rootes’ competition department, the Rapier was fitted with the updated R67 engine on which the Stromberg carburettor was replaced by twin Zenith 36 WIP carburettors on a new inlet manifold. This engine produced 67.5 bhp (50 kW; 68 PS) at 5000 rpm, the effect of which was to reduce the Rapier’s 0-60 mph time by almost 1 second and increase its top speed by 3 mph (4.8 km/h).

British magazine The Motor tested a Series I twin carburettor saloon in 1957, recording a top speed of 85.7 mph (137.9 km/h) and acceleration from 0–60 mph (97 km/h) in 20.9 seconds and a fuel consumption of 30.5 miles per imperial gallon (9.3 L/100 km; 25.4 mpg_-US). The test car cost £1043 including taxes of £348.

In competition, a Rapier driven by Peter Harper finished in fifth place in the 1958 Monte Carlo Rally.

In total, 7,477 units were produced of this initial version of the Sunbeam Rapier. It was discontinued in 1958 on the introduction of the Series II.

Series II

Sunbeam Rapier II

Overview
Production	1958–1959 15,151 produced.
Body and chassis
Body style	2 door saloon 2 door convertible
Powertrain
Engine	1494 cc overhead valve Straight-4

The Sunbeam Rapier Series II was announced on 6 February 1958, available in hardtop and convertible forms. Rootes arranged for nine of the new cars to be in Monte Carlo for the press to try at the end of the 1958 Monte Carlo Rally.

The traditional Sunbeam radiator grille was reintroduced, albeit shortened and widened and the spaces at its sides were filled with horizontal side grilles. The two-tone lower body colour scheme of the Series I was discontinued in favour of a broad full length flash in the same colour as the roof, but the most obvious change was the appearance on the rear wings of pronounced fins.

The interior of the Series II was little changed from that of the Series I, except that a floor gear change replaced the column change, a modification, developed on the works Series I rally cars. To keep costs down, the leather upholstery, standard on the Series I, was discontinued in favour of vinyl and overdrive became an extra cost option.

An improvement in the Series II though, was its more powerful engine. Referred to as the Rallymaster, it had an increased capacity of 1494 cc. The capacity increase combined with a higher compression ratio of 8.5:1 and larger inlet and exhaust valves to raise the power output to 73 bhp (54 kW; 74 PS) at 5,200 rpm. Autocar quoted the top speed as 91 mph (146 km/h) with a 0-60 mph time of 20.2 seconds. Also as a direct result of competition experience, the Series II was fitted with larger front brakes and a recirculating ball steering box instead of the worm and nut box of the Series I.

The Series II was discontinued in favour of the Series III in 1959 after 15,151 units (hardtop and convertible) had been built.

Series III

Sunbeam Rapier III

Overview
Production	1959–1961 15,368 produced.
Body and chassis
Body style	2 door saloon 2 door convertible
Powertrain
Engine	1494 cc overhead valve Straight-4

The Series III was introduced in September 1959.

Rootes made subtle changes to the car’s body which individually were insignificant but when combined, considerably altered its appearance. For example, the number of horizontal bars in each of the side grilles was increased from three to four and the boot lid acquired an oblong number plate recess and surround in place of the square one of the earlier cars. The most striking change was the redesigned side flash, now narrower and lower down the side of the car with the Rapier script on its rear end. The most subtle change, however, was a reduction in thickness of the windscreen pillars and a lowering of the scuttle line to give a 20% increase in windscreen area.

Inside the Series III the changes were more evident. Rootes stylists completely redesigned the seats and interior panels and specified that they be trimmed in single colour vinyl with contrasting piping. For the first time, deep pile carpets were fitted as standard in the foot-wells (previous versions had rubber mats). The steering wheel, control knobs and switches were in black plastic instead of beige. The dashboard, instead of being as in the earlier cars padded metal and plastic, was covered in burr walnut veneer surmounted by a padded crash roll fitted with black-faced British Jaeger instruments.

Mechanically, the Series III benefited from the design of the Sunbeam Alpine sports car with which it shared its engine. Although the engine’s displacement was still 1494 cc, it was fitted with a new eight-port aluminium cylinder head with an increased compression ratio and redesigned valves, and used a new, sportier camshaft. The twin Zenith carburettors from the Series II remained but were mounted on a new water heated inlet manifold. The result of these changes was a power increase of 5 bhp (4 kW; 5 PS) to 78 bhp (58 kW; 79 PS) at 5400 rpm.

Gearbox changes included higher second, third and top gear ratios, and a reduced angle of gear lever movement to make for shorter lever travel and snappier changes. New front disc brakes significantly improved the Rapier’s braking capability and widened its front track to give greater stability and improved road-holding.

A saloon with overdrive was tested by British magazine The Motor in 1960 and had a top speed of 91.7 mph (147.6 km/h) and could accelerate from 0-60 mph (97 km/h) in 16.6 seconds. A fuel consumption of 29.5 miles per imperial gallon (9.6 L/100 km; 24.6 mpg_-US) was recorded. The test car cost £1045 including taxes.

The Series III, of which 15,368 units were built (hardtop and convertible) gave way to the Series IIIA in April 1961.

Series IIIA

Sunbeam Rapier IIIA

Overview
Production	1961–1963 17,354 produced.
Body and chassis
Body style	2 door saloon 2 door convertible
Powertrain
Engine	1592 cc overhead valve Straight-4

In 1961 the Series IIIA was announced with the Series II Sunbeam Alpine 1592 cc engine.^[7]

Externally and internally the Series IIIA was identical to the Series III. The improvements were directed solely at improving the durability of the car. To this end, engine capacity was increased to 1592 cc and a stiffer crankshaft fitted. To increase reliability, the crankshaft incorporated larger diameter connecting rod bearings which called for modifications to the connecting rods and gudgeon pins. Modified oil and water pumps completed the engine changes. As a result, power output increased from 78 bhp (58 kW) to 80.25 bhp (60 kW; 81 PS) at 5,100 rpm and torque increased from 84 lb·ft (114 N·m) at 3500 rpm to 88.2 ft·lbf (119.6 N·m) at 3,900 rpm.

In addition, the Series IIIA included many detail changes such as an increased diameter front anti-roll bar which greatly improved roadholding, a redesigned clutch bell housing, a revised clutch assembly with nine pressure springs instead of six and a redesigned air cleaner assembly. Inside the car a fresh-air heater, hitherto available only at extra cost, became a standard fitting. All of these changes combined to make the Series IIIA subtly different from its predecessor and to give the Sunbeam Rapier a new lease of life in the showroom.

Maximum speed for the Series IIIA was lower than the Series III at 90 mph (140 km/h). It also took longer than the Series III to get to 60 mph (19.3 seconds) but its engine was far more durable. in mid 1963, the Series IIIA convertible was discontinued but the hardtop soldiered on until October 1963 when it was replaced by the Series IV. When production of the Series IIIA ceased, 17,354 units had been built.

Series IV

Sunbeam Rapier IV

Overview
Production	1963–1965 9,700 produced.
Body and chassis
Body style	2 door saloon
Powertrain
Engine	1592 cc overhead valve Straight-4

Late in 1963, Rootes were set to drop the Rapier. It was no longer the mainstay of the competitions department because Rootes had directed its competitive effort towards the Hillman Imp and the Sunbeam Tiger. In fact a totally new Series IV Rapier had been designed, prototypes built and testing completed, and then the Rootes Group changed its mind! The new Series IV Rapier became the Mark I Humber Sceptre and the old Series IIIA Rapier was redesigned, hopefully to give it a new lease of life as a touring saloon rather than a sports coupé.

The most obvious difference was the change to 13-inch (330 mm) road wheels in common with the rest of Rootes’ Light Car range. This meant that the stainless steel wheel trims of earlier Rapiers were replaced by Rootes corporate hub caps and rim finishers. At the front, the car was redesigned to make it look more up-to-date. A new bonnet made the front look lower and flatter and the front wings were modified to accept extensions housing alloy side grilles and sidelights with amber turn indicators. The traditional Sunbeam grille, already stylised for the Series II, was further modified to give a lower, more square shape with a pronounced convex profile. New headlamp rims were fitted, in fact Sunbeam Alpine items but chromed for the Rapier, and a new front bumper using the same shape and profile as the rest of the Light Car range. At the back, a new full width number plate plinth appeared with a new Light Car range bumper. To give a more open look from the side, the frames were removed from the side windows. Finally, small badges fitted at the bottom of each front wing and on the boot lid proclaimed each car to be a “Series IV”.

Inside, a new dash, still in walnut veneer, but with the glove box raised into the dash itself allowed the inclusion of a proper storage shelf on each side of the car. Instrumentation and controls were much as before except that the heater switches and ashtray were now housed in a console in front of the gear lever. To aid driver comfort, an adjustable steering column was fitted along with new front seats which allowed more fore and aft adjustment and for the first time, included backrest adjustment.

In common with the rest of the Light Car range, the Rapier’s front suspension was re-engineered to replace the half king pin on each side of the car with a sealed for life ball joint. All other suspension joints became either sealed for life or were rubber bushed thereby eliminating every grease point on the car. Gearing was adjusted overall to compensate for the smaller wheels and the front brake discs were reduced in size so that they would fit inside the wheels. A brake servo became standard and the spring and damper settings were adjusted to give a softer ride. A new diaphragm clutch and new clutch master cylinder brought lighter and more progressive clutch operation.

The 1592 cc engine from the Series IIIA was unchanged but the twin Zenith carburettors finally gave way to a single twin-choke Solex 32PAIA in the interests of serviceability. The effect of the new carburettor was to increase power to 84 bhp (63 kW; 85 PS) and torque to 91 lb·ft (123 N·m) at 3,500 rpm.

In October 1964, along with the rest of the Light Car range, the Series IV received the new Rootes all synchromesh gearbox, a change which coincided with the introduction of a new computerised chassis numbering system.

The Motor road test of April 1964 gave the Series IV Rapier’s maximum speed as 91 mph (146 km/h) and its 0-60 mph time as 17 seconds.

When production of the Series IV ceased in 1965, 9700 units had been built.

Series V

Sunbeam Rapier V
Rapier Series V 1966
Overview
Production	1965–1967 3,759 produced.
Body and chassis
Body style	2 door saloon
Powertrain
Engine	1724 cc overhead valve Straight-4

Pending completion of the new Fastback Rapier, Rootes decided to have one more go at updating the Sunbeam Rapier. In September 1965 they introduced the Series V version which looked exactly like the Series IV inside and out except for badges on wings and boot which now said “1725”, revealing a re-developed engine, although the actual capacity was 1724 cc.

Rootes redesigned the Rapier’s four cylinder engine to increase the capacity, with a new five main bearing crankshaft, making the unit stronger and smoother. This engine would be developed for many subsequent models. In the Series V Rapier the engine developed 91 hp (68 kW; 92 PS) at 5,500 rpm.

To further update the car, they changed its polarity from positive to negative earth and fitted an alternator in place of the dynamo. They also devised a new twin pipe exhaust system so that the new engine could breathe more easily.

The effect of these changes was to increase the Rapier’s maximum speed to 95 mph (153 km/h) and reduce its time from rest to 60 mph (97 km/h) to 14.1 seconds. However, for all its improvements, the Series V just did not sell. By the time it was discontinued in June 1967, only 3,759 units had been built, making it the rarest of all the “Series” Sunbeam Rapiers.

Sunbeam Rapier Fastback coupé

Sunbeam Rapier Fastback

Overview
Production	1967–1976 46,204 produced including Alpine and H120.
Body and chassis
Body style	2 door fastback coupe
Related	Rootes Arrow range
Powertrain
Engine	1725 cc overhead valve Straight-4

By 1967 Rootes’s “Arrow” range was ready. As well as the Hillman Hunter, the range also included a new generation of Sunbeam Rapiers, with fastback coupé bodies and a sporty image. Like the earlier Series 1–5 models, it was a two-door pillarless hardtop.

The Arrow Rapier – or Fastback, as it came to be known – launched in October 1967, was a four-seat coupé based on the chassis of the Hillman Hunter Estate. Although the Rapier used the tail lamps and rear valance from the Hunter Estate, the rest of its superstructure was unique.

The Rapier used the Rootes four-cylinder, five-bearing 1725 cc engine, which was tilted slightly to the right to enable a lower bonnet line, in common with the other Arrow models. With its twin Stromberg 150CD carburettors the engine produced 88 hp (66 kW; 89 PS)at 5200 rpm. Overdrive was standard with the manual gearbox, and Borg-Warner automatic transmission was an optional extra.

The Fastback Rapier continued almost unchanged until 1976, when it was discontinued without a replacement. During its lifetime it formed the basis for the more powerful Sunbeam Rapier H120, introduced in October 1968 and identifiable by its boot-lid spoiler and polished sill covers: it shared its Holbay Engineering-tuned 110 bhp engine (with twin Weber carburettors) with the Hillman Hunter GLS. The Rapier was also the basis for the slightly cheaper but similarly bodied, single-carburettor Sunbeam Alpine Fastback introduced in October 1969. Rapier running gear (though not the estate chassis) was also used in the Humber Sceptre MkIII, Hillman GT and Hillman Hunter GT models from the Arrow range.

Between 1967 and 1969, the Rapier was built at Ryton-on-Dunsmore, but from 1969 until its demise in 1976, it was built at Rootes’ Hillman Imp factory at Linwood in Scotland. In all, 46,204 units were built (including Rapier, H120 and Alpine versions).

Maximum speed of the Rapier was 103 mph (166 km/h) and it could reach 60 mph (97 km/h) from rest in 12.8 seconds. In the United States, it was marketed as the Sunbeam Alpine GT.

Sunbeam Alpine Fastback coupé

Sunbeam Alpine Fastback Coupé
Sunbeam Alpine Fastback coupé
Overview
Production	1970–1975
Body and chassis
Body style	2 door fastback coupe
Powertrain
Engine	1725 cc overhead valve Straight-4

The Sunbeam Alpine Fastback, introduced for 1970, was essentially a Rapier with a simplified specification, developed to plug a gap in the Arrow range above the Singer Vogue. It used the same 1725 cc engine as the Hillman Hunter which, fitted with a single Stromberg 150CD carburettor, developed 74 hp (55 kW; 75 PS) at 5500 rpm. Transmission options included overdrive on cars with a manual gearbox or a Borg-Warner automatic transmission.

The Alpine, though well equipped, was less sporty in style than the Rapier. It had a wooden dashboard with fewer instruments, instead of the Rapier’s cowled plastic one, and wood instead of metal on the transmission tunnel. There were also different wheel trims, no aluminium sill finishers (nor the polished ones of the H120) and no vinyl trim on its C pillars. Above all at GBP1086 in the UK it was significantly (for the time) cheaper than the GBP1200 Rapier.

Maximum speed of the Alpine was 91 mph (146 km/h) and it could reach 60 mph (97 km/h) from rest in 14.6 seconds.

The Fastback Alpine was discontinued in 1975, before the Rapier and H120.

Sunbeam Rapier H120

Sunbeam Rapier H120

Overview
Production	1970–1976
Body and chassis
Body style	2 door fastback coupe
Powertrain
Engine	1725 cc overhead valve Straight-4

To produce a faster version of the Fastback Rapier, Rootes developed the H120. Based on the Rapier, the H120 had a more powerful version of the 1725 cc engine specially developed by Holbay Engineering. It produced 108 bhp (gross) at 5,200 rpm and was fitted with a special cylinder head, high lift camshaft, tuned length four-branch exhaust manifold, special distributor and twin Weber 40DCOE carburetters. The H120 had a close ratio gearbox, a heavy duty overdrive and a high ratio rear axle.

To add to its sporty image, the H120 had wider Rostyle wheels, broad side flashes, polished sill covers, a matt black radiator grille and a new boot lid incorporating a faired-in spoiler. To further distinguish the model from others in the range, it had H120 badges on the front wings and in the centre of the grille.

Maximum speed of the H120 was 106 mph (171 km/h) and it could reach 60 mph (97 km/h) from standstill in 11.1 seconds.

The H120 was discontinued with the Fastback Rapier in 1976.

1959–68 Sunbeam Alpine Series I, II, III, III, IV & V
1963–64 Sunbeam Venezia by Carrozzeria Touring
1964–67 Sunbeam Tiger

Sunbeam Tiger

Sunbeam Tiger

Overview
Manufacturer	Rootes Group
Production	1964–67 7083 built
Assembly	West Bromwich, England
Body and chassis
Class	Sports car
Body style	2-door roadster
Layout	FR layout
Related	Sunbeam Alpine
Powertrain
Engine	Tiger I: 260 cu in (4.3 L) V8 (Ford) Tiger II: 289 cu in (4.7 L) V8 (Ford)
Transmission	Ford 4-speed manual
Dimensions
Wheelbase	86 in (2,184 mm)
Length	156 in (3,962 mm)
Width	60.5 in (1,537 mm)
Height	51.5 in (1,308 mm)
Kerb weight	Tiger I: 2,565 lb (1,163 kg) Tiger II: 2,574 lb (1,168 kg)

The Sunbeam Tiger is a high-performance V8 version of the British Rootes Group‘s Sunbeam Alpine roadster, designed in part by American car designer and racing driver Carroll Shelby and produced from 1964 until 1967. Shelby had carried out a similar V8 conversion on the AC Cobra, and hoped to be offered the contract to produce the Tiger at his facility in America. Rootes decided instead to contract the assembly work to Jensen at West Bromwich in England, and pay Shelby a royalty on every car produced.

Two major versions of the Tiger were built: the Series I (1964–67) was fitted with the 260 cu in (4.3 L) Ford V8; the Series II, of which only 633 were built in the final year of Tiger production, was fitted with the larger Ford 289 cu in (4.7 L) engine. Two prototype and extensively modified versions of the Series I competed in the 1964 24 Hours of Le Mans, but neither completed the race. Rootes also entered the Tiger in European rallies with some success, and for two years it was the American Hot Rod Association‘s national record holder over a quarter-mile drag strip.

Production ended in 1967 soon after the Rootes Group was taken over by Chrysler, which did not have a suitable engine to replace the Ford V8. Owing to the ease and affordability of modifying the Tiger, there are few surviving cars in standard form.

Background

The Sunbeam Tiger was a development of the Sunbeam Alpine, introduced by the British manufacturer Rootes in 1953. Rootes realised that the Alpine needed more power if it was to compete successfully in world markets, but lacked a suitable engine and the resources to develop one. The company therefore approached Ferrari to redesign the standard inline-four cylinder engine, recognising the sales cachet that “powered by Ferrari” would be likely to bring. Negotiations initially seemed to go well, but ultimately broke down.

In 1962 racing driver and Formula 1 champion Jack Brabham proposed to Rootes competition manager Norman Garrad the idea of fitting the Alpine with a Ford V8 engine,^[a] which Garrad relayed to his son Ian, then the West Coast Sales Manager of Rootes American Motors Inc. Ian Garrad lived close to where Carroll Shelby had his Shelby American operation, which had done a similar V8 conversion for the British AC Cobra.

Initial prototypes

According to journalist William Carroll, after measuring the Alpine’s engine bay with “a ‘precision’ instrument of questionable antecedents” – a wooden yardstick – Ian Garrad despatched his service manager Walter McKenzie to visit the local new car dealerships, looking for a V8 engine that might fit. McKenzie returned with the news that the Ford 260 V8 engine appeared to be suitable, which apart from its size advantage was relatively light at 440 lb (200 kg). Ian Garrad asked Shelby for an idea of the timescale and cost to build a prototype, which Shelby estimated to be eight weeks and $10,000. He then approached Brian Rootes, head of sales for the Rootes Group, for funding and authorisation to build a prototype, to which Brian Rootes agreed.

Well all right, at that price when can we start? But for God’s sake keep it quiet from Dad [Lord Rootes] until you hear from me. I’ll work the $10,000 (£3,571) out some way, possibly from the advertising account.

Brian Rootes

Ian Garrad, impatient to establish whether the conversion was feasible, commissioned racing driver and fabricator Ken Miles to build another prototype as quickly as he could. Miles was provided with a budget of $800, a Series II Alpine, a Ford V8 engine and a 2-speed automatic transmission, and in about a week he had a running V8 conversion, thus proving the concept.

Shelby began work on his prototype, the white car as it came to be known, in April 1963, and by the end of the month it was ready for trial runs around Los Angeles. Ian Garrad and John Panks, director of Rootes Motors Inc. of North America, tested an early version of the car and were so impressed that Panks wrote a glowing report to Brian Rootes: “we have a tremendously exciting sports car which handles extremely well and has a performance equivalent to an XX-K Jaguar … it is quite apparent that we have a most successful experiment that can now be developed into a production car.”

Provisionally known as the Thunderbolt, the Shelby prototype was more polished than the Miles version, and used a Ford 4-speed manual transmission. The Ford V8 was only 3.5 inches longer than the Alpine’s 4-cylinder engine it replaced, so the primary concern was the engine’s width. Like Miles, Shelby found that the Ford V8 would only just fit into the Alpine engine bay: “I think that if the figure of speech about the shoehorn ever applied to anything, it surely did to the tight squeak in getting that 260 Ford mill into the Sunbeam engine compartment. There was a place for everything and a space for everything, but positively not an inch to spare.”

Development

Lack of space under the bonnet makes some maintenance tasks difficult.

All Rootes products had to be approved by Lord Rootes, who was reportedly “very grumpy” when he learned of the work that had gone into the Tiger project without his knowledge. But he agreed to have the Shelby prototype shipped over from America in July 1963 for him and his team to assess. He insisted on driving the car himself, and was so impressed that shortly after returning from his test drive he contacted Henry Ford II directly to negotiate a deal for the supply of Ford V8 engines. Rootes placed an initial order for 3000, the number of Tigers it expected to sell in the first year, the largest single order Ford had ever received for its engines from an automobile manufacturer. Not only did Lord Rootes agree that the car would go into production, but he decided that it should be launched at the 1964 New York Motor Show, only eight months away, despite the company’s normal development cycle from “good idea” to delivery of the final product being three to four years.

Installing such a large engine in a relatively small vehicle required some modifications, although the exterior sheet metal remained essentially the same as the Alpine’s. Necessary chassis modifications included moving from the Burman recirculating ball steering mechanism to a more modern rack and pinion system.

Although twice as powerful as the Alpine, the Tiger is only about twenty per cent heavier, but the extra weight of the larger engine required some minor suspension modifications. Nevertheless the Tiger’s front-to-back weight ratio is substantially similar to the Alpine’s, at 51.7/48.3 front/rear.

Shortly before its public unveiling at the New York Motor Show in April 1964 the car was renamed from Thunderbolt to Tiger, inspired by Sunbeam’s 1925 land-speed-record holder.

Production

The chrome strips either side of the Tiger logo show this to be a Series I car

Shelby had hoped to be given the contract to produce the Tiger in America, but Rootes was somewhat uneasy about the closeness of his relationship with Ford, so it was decided to build the car in England. The Rootes factory at Ryton did not have the capacity to build the Tiger, so the company contracted the job to Jensen in West Bromwich. Any disappointment Shelby may have felt was tempered by an offer from Rootes to pay him an undisclosed royalty on every Tiger built.

Jensen was able to take on production of the Tiger because its assembly contract for the Volvo P1800 had recently been cancelled. An additional factor in the decision was that Jensen’s chief engineer Kevin Beattie and his assistant Mike Jones had previously worked for Rootes, and understood how the company operated. The first of 14 Jensen-built prototypes were based on the Alpine III bodyshell, until the Series IV became available at the end of 1963.

The Tiger’s interior is almost identical to the Alpine on which it is based.

The Tiger went into production in June 1964, little more than a year after the completion of the Shelby prototype. Painted and trimmed bodies were supplied by Pressed Steel in Oxfordshire, and the engines and gearboxes directly from Ford in America. Installing the engine required some unusual manufacturing methods, including using a sledgehammer to bash in part of the already primed and painted bulkhead to allow the engine to be slid into place. Jensen was soon able to assemble up to 300 Tigers a month, which were initially offered for sale only in North America. The first few Tigers assembled had to be fitted with a Borg-Warner 4-speed all-synchromesh manual gearbox, until Ford resolved its supply problems and was able to provide an equivalent unit as used in the Ford Mustang.

Several performance modifications were available from dealers. The original 260 CID engine was considered only mildly tuned at 164 hp (122 kW), and some dealers offered modified versions with up to 245 hp (183 kW) for an additional $250. These modifications were particularly noticeable to the driver above 60 mph (97 km/h), although they proved problematic for the standard suspension and tyres, which were perfectly tuned for the stock engine. A 1965 report in the British magazine Motor Sport concluded that “No combination of an American V8 and a British chassis could be happier.”

Versions

Apart from the bigger engine the changes to the Series II Tiger were largely cosmetic: the most obvious are the speed stripes and the “egg crate” radiator grille.

Production reached 7128 cars over three distinct series. The factory only ever designated two, the Series I and Series II, but as the official Series I production spanned the change in body style from the Series IV Alpine panels to the Series V panels, the later Series I cars are generally designated Series IA by Sunbeam Tiger enthusiasts. The Series II Tiger, fitted with the larger Ford 289 cu in (4.7 L), was intended exclusively for export to America and was never marketed in the UK, although six right-hand drive models were sold to the Metropolitan Police for use in traffic patrols and high-speed pursuits; four more went to the owners of important Rootes dealerships.

All Tigers were fitted with a single Ford twin-choke carburettor. The compression ratio of the larger Series II engine was increased from the 8.8:1 of the smaller block to 9.3:1. Other differences between the versions included upgraded valve springs (the 260 had developed a reputation for self-destructing if pushed beyond 5000 rpm), an engine-oil cooler, an alternator instead of a dynamo, a larger single dry plate hydraulically operated clutch, wider ratio transmission, and some rear-axle modifications. There were also cosmetic changes: speed stripes instead of chrome strips down the side of the car, a modified radiator grille, and removal of the headlamp cowls. All Tigers were fitted with the same 4.5 in (110 mm) wide steel disc bolt-on wheels as the Alpine IV, and Dunlop RS5 4.90 in × 13 in (124 mm × 330 mm) cross-ply tyres. The lack of space in the Tiger’s engine bay causes a few maintenance problems; the left bank of spark plugs is only accessible through a hole in the bulkhead for instance, normally sealed with a rubber bung, and the oil filter had to be relocated from the lower left on the block to a higher position on the right-hand side, behind the generator.

Series I

Sunbeam Tiger Series I
Overview
Production	1964–67 6450 made
Powertrain
Engine	260 cu in (4.3 L) Ford V8

The Ford V8 as fitted to the Tiger produced 164 bhp (122 kW) @ 4400 rpm, sufficient to give the car a 0–60 mph (97 km/h) time of 8.6 seconds and a top speed of 120 mph (190 km/h).

The Girling-manufactured brakes used 9.85 in (250 mm) discs at the front and 9 in (229 mm) drums at the rear. The suspension was independent at the front, using coil springs, and at the rear had a live axle and semi-elliptic springs. Apart from the addition of a Panhard rod to better locate the rear axle, and stiffer front springs to cope with the weight of the V8 engine, the Tiger’s suspension and braking systems are identical to that of the standard Alpine. The fitting points for the Panhard rod interfered with the upright spare wheel in the boot, which was repositioned to lie horizontally beneath a false floor; the battery was moved from beneath the rear seat to the boot at the same time. The kerb weight of the car increased from the 2,220 lb (1,010 kg) of the standard Alpine to 2,653 lb (1,203 kg).

In 1964, its first year of production, all but 56 of the 1649 Series I Tigers assembled were shipped to North America, where it was priced at $3499. In an effort to increase its marketability to American buyers the car was fitted with “Powered by Ford 260” badges on each front wing beneath the Tiger logo. The Series I was unavailable in the UK until March 1965, when it was priced at £1446. It was also sold in South Africa for R3350, badged as the Sunbeam Alpine 260.

Series II

Sunbeam Tiger Series II
Overview
Production	1967 633 made
Powertrain
Engine	289 cu in (4.7 L) Ford V8

Priced at $3842, the Series II Tiger was little more than a re-engined Mark IA; by comparison, a contemporary V8 Ford Mustang sold for $2898. The larger 289 cu in (4.7 L) Ford engine improved the Tiger’s 0–60 mph (97 km/h) time to 7.5 seconds, and increased the top speed to 122 mph (196 km/h). Officially the Series II Tiger was only available in the US, where it was called the Tiger II. By the time the Series II car went into production Chrysler was firmly in charge of Rootes, and the “Powered by Ford” shields were replaced by “Sunbeam V-8” badges.

Demise

Series I Tiger fitted with after-market tyres and alloy wheels

Rootes had always been insufficiently capitalised, and losses resulting from a damaging thirteen-week strike at one of its subsidiaries, British & Light Steel Pressings, coupled with the expense of launching the Hillman Imp, meant that by 1964 the company was in serious financial difficulties. At the same time, Chrysler was looking to boost its presence in Europe, and so a deal was struck in June 1964 in which Chrysler paid £12.3 million ($34.44 million) for a large stake in Rootes, although not a controlling one. As part of the agreement Chrysler committed not to acquire a majority of Rootes voting shares without the approval of the UK government, which was keen not to see any further American ownership of the UK motor industry. In 1967 Minister of Technology Anthony Wedgewood Benn approached BMH and Leyland to see if they would buy out Chrysler and Rootes and keep the company British, but neither had the resources to do so. Later that year Chrysler was allowed to acquire a controlling interest in Rootes for a further investment of £20 million.

Manufacturing a car powered by a competitor’s engine was unacceptable to the new owner, but Chrysler’s own 273 small-block V-8 was too large to fit under the Tiger’s bonnet without major modifications. Compounding the problem, the company’s small-block V8 engines had the distributor positioned at the rear, unlike the front-mounted distributor of the Ford V8. Chrysler’s big-block V8 had a front-mounted distributor but was significantly larger. Shortly after the takeover Chrysler ordered that production of the Tiger was to end when Rootes’ stock of Ford V8 engines was exhausted; Jensen assembled the last Tiger on 27 June 1967. Chrysler added its pentastar logo to the car’s badging, and in its marketing literature de-emphasised the Ford connection, simply describing the Tiger as having “an American V-8 power train”.

Rootes’ design director Roy Axe commented later that “The Alpine and Tiger were always oddballs in the [Rootes] range. I think they [Chrysler] didn’t understand it, or have the same interest in it as the family cars – I think it was as simple as that.”

The Tiger name was resurrected in 1972 when Chrysler introduced the Avenger Tiger, a limited-edition modified Hillman Avenger intended primarily for rallying.

Competition history

There is no doubt that the Tiger is somewhat misnamed, for it has nothing of the wild and dangerous man-eater about it and is really only as fierce as a pussy cat. A woman would find it easy to control.

Autocar roadtest, 1964

Three racing Tigers were constructed for the 1964 24 Hours of Le Mans, a prototype and two that were entered in the race. Costing $45,000 each, they were highly modified versions of the production cars, fitted with fastback coupe bodies produced by Lister. But they were still steel monocoques, and made the Le Mans Tigers 66 lb (30 kg) heavier than a road-going Tiger at 2,615 lb (1,186 kg), almost 600 lb (270 kg) more than the winning Ferrari. The standard Ford four-speed manual transmission was replaced with a BorgWarner T10 close-ratio racing transmission, which allowed for a top speed of 140 miles per hour (230 km/h).

Both Tigers suffered early mechanical failures, and neither finished the race. The engines had been prepared by Shelby but had not been properly developed, and as a result overheated; Shelby eventually refunded the development cost to Rootes. All three of the Le Mans Tigers have survived.

Once Rootes had made the decision to put the Tiger into production an Alpine IV minus engine and transmission was shipped to Shelby, who was asked to transform the car into a racing Tiger. Shelby’s competition Tiger made an early appearance in the B Production Class of Pacific Coast Division SCCA races, which resulted in some “highly successful” publicity for the new car. But Shelby was becoming increasingly preoccupied with development work for Ford, and so the racing project was transferred to the Hollywood Sports Car dealership, whose driver Jim Adams achieved a third place finish in the Pacific Coast Division in 1965. A Tiger driven by Peter Boulton and Jim Latta finished twelfth overall and first in the small GT class at the 1965 Dayton Continental. The Tiger was also raced on quarter-mile drag strips, and for two years was the American Hot Rod Association‘s national record holder, reaching a speed of 108 mph (174 km/h) in 12.95 seconds.

Rootes entered the Tiger in European rallies, taking first, second and third places in the 1964 Geneva Rally. Two Tigers took part in the 1965 Monte Carlo Rally, one finishing fourth overall, the highest placing by a front-engined rear-wheel drive car, and the other eleventh. After finally having sorted out the engine overheating problem by fitting a forward-facing air scoop to the bonnet, Rootes entered three Tigers in the 1965 Alpine Rally, one of which crossed the finishing line as outright winner. Scrutineers later disqualified the car however, because it had been fitted with undersized cylinder head valves. By the end of the 1966 Acropolis Rally though, it had become clear that low-slung sports cars such as the Tiger were unsuited to the increasingly rough-terrain rally stages, and the car was withdrawn from competition soon after. In the words of Ian Hall, who drove the Tiger in the Acropolis Rally, “I felt that the Tiger had just had it – it was an out of date leviathan”.

In popular media

Rear view of a 1966 Sunbeam Tiger showing the twin exhausts

The 1965 Tiger Series I gained some exposure on American television as the car of choice for Maxwell Smart in the spoof spy series Get Smart. The Tiger was used for the first two seasons in the opening credits, in which Smart screeched to a halt outside his headquarters, and was used through the remainder of the series in several episodes. Some of the scenes featured unusual modifications such as a retractable James Bond-style machine gun that could not have fitted under the Tiger’s bonnet, so rebadged Alpine models were used instead.

Don Adams, who played the protagonist Maxwell Smart, gained possession of the Tiger after the series ended and later gave it to his daughters; it is reportedly on display at the Playboy Mansion in Los Angeles. During its early years Rootes advertised the car extensively in Playboy magazine and lent a pink Tiger with matching interior to 1965 Playmate of the Year Jo Collins for a year.

The Tiger also featured in the 2008 film adaptation of the Get Smart TV series. A replica Tiger had to be constructed using a stock Sunbeam Alpine and re-created Tiger badging as no available Tiger could be found in Canada, where the film was produced. The production team recorded the sound of an authentic Tiger owned by a collector in Los Angeles and edited it into the film.

1966–76 Sunbeam Imp Sport

1963-1976 Hillman Imp

Hillman Imp

Overview
Manufacturer	Rootes Group
Also called	Hillman GT (Australia) Hillman Husky Commer Imp Van Singer Chamois Sunbeam Imp Sunbeam Sport Sunbeam Chamois Sunbeam Stiletto Sunbeam Californian
Production	1963–1976 440,032 made
Assembly	Linwood, Scotland Australia Petone, New Zealand
Body and chassis
Body style	2-door coupe 2-door saloon 3-door estate (Husky) 3-door panel van
Layout	RR layout
Powertrain
Engine	875 cc Straight-4 Overhead camshaft
Transmission	4-speed manual all-synchromesh.
Dimensions
Wheelbase	2,082 mm (82.0 in)
Length	3,581 mm (141.0 in)
Width	1,524 mm (60.0 in)
Height	1,385 mm (54.5 in) Saloon 1,330 mm (52.4 in) Coupe 1,475 mm (58.1 in) Hillman Husky/Commer Imp
Kerb weight	725 kg (1,598 lb)
Chronology
Predecessor	none
Successor	Chrysler Sunbeam

Hillman Imp, with the engine cover and the rear window lifted

The Singer Chamois version sold at a premium: additional features included a distinctive false grill and, from October 1969, twin headlights.

‘Coupe’ variants badged respectively as the Hillman Imp Californian, the Sunbeam Stiletto and (as here) the Singer Chamois coupe featured a more steeply raked rear window which could not be opened.

The Hillman Imp is a compact, rear-engined saloon car, manufactured under the Hillman marque by the Rootes Group (later Chrysler Europe) from 1963 to 1976. The Imp was assembled at a purpose-built plant atLinwood, near Paisley, in the West of Scotland conurbation.

A small van, the Commer Imp, was introduced in November 1965 and an estate version, using most of the same panels but with side windows behind the b-pillar, known as the Hillman Husky was produced from 1967.

History

Known internally at Rootes as the “Apex” project, the Imp was to be the group’s first post-Second World War small car. Its main rival on the home market was the BMC Mini, which preceded the Imp by almost four years.

Engine

The Imp used an 875 cc all-aluminium power unit, adapted by Rootes from a Coventry Climax FWMA fire pump engine which had enjoyed some racing success, but significantly different in areas such as cylinder head design. It was mounted behind the rear wheels and canted over at 45°, keeping the centre of gravity low to optimise road-holding.

Handling

As reported in tests such as the Practical Car and Driver, rear-engined cars generally suffer from oversteer handling characteristics to some extent, and to counteract this as much as possible, the Imp had a semi-trailing arm independent rear suspension system. This relatively costly and sophisticated solution, atypical for small car design at the time, was insisted upon by its designers after testing at length a Chevrolet Corvair with swing axles. To attain balanced handling, the Imp actually used swing axle geometry at the front, but this initially led to too much understeer and the camber was later reduced by lowering the pivot points. Rootes relied upon a team led by two young designers, Tim Fry and Mike Parkes who were given an almost free hand to come up with a small car that would fit well into the Rootes car programme. This at the time centered on derivatives of the Hillman Minx car.

Variants and “Badge Engineering”

Over the life of the car, Rootes (and later Chrysler UK) produced three basic body styles. The original Saloon was introduced in May 1963 and ran through to the end of production in 1976. It had an opening rear window, making it effectively a hatchback. The opening rear window was intended to make it easier to load the small luggage area behind the fold-down rear seat. The fold-down nature of the rear seat was itself unusual in small car design at the time, being more often associated with larger upmarket estate cars. In 1965 a van badged as the Commer Imp was introduced. A coupe, the Imp Californian, was introduced in 1967 at the same time as the van’s pressings were used to create an estate car, badged Hillman Husky. Several estate car prototypes using the saloon body with extended rooflines were tried, but never offered to the public. Instead, buyers choosing the estate had to settle on a van-derived car with somewhat uneasy styling. Both the van and estate ceased production in 1970.

In an attempt to interest a wider public when sales figures fell well short of the intended 100,000 or more cars per annum, several badge-engineered derivatives, such as the luxury Singer Chamois (launched October 1964), and the Sunbeam Sport (launched October 1966), with a more powerful twin-carburettor engine, were offered with varying degrees of success. For marketing reasons the Singer variants were sold as Sunbeams in many export markets, even before May 1970 when the Singer marque was discontinued altogether by Chrysler UK. In some markets, such as France, the “Sunbeam” name was used on all British Rootes products, including the Imp and the Husky.

The coupe bodyshell was similar to the standard body but featured a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, could not be opened. The attempt at a more sporty design did not translate into better acceleration or top speed figures and the aerodynamics of the standard saloon were actually slightly better. The new body style made its first appearance at the Paris Motor Show in October 1967, with the introduction of the sporting Sunbeam Stiletto. The coupe body had also appeared, with less powerful engines, in the Hillman Imp Californian announced in January 1967 and the more luxurious Singer Chamois coupe.

Linwood plant

The Imp was a massive and expensive leap of faith for Rootes. The company did not have recent experience building small cars, even though it started off as a car builder by offering the then small Hillman Minx back in 1931. However, the Minx had since grown larger, and by the time the Imp was introduced it was well established as a medium-size family car. For the Imp, Rootes pioneered the use of an aluminium engine in a mass-production car. This process proved to be more complicated than simply substituting a familiar and well-understood cast iron design with a new aluminium one. Rootes had to build a new, computerised assembly plant on the outskirts of Glasgow, in the town of Linwood, in which to assemble the Imp, since planning regulations had prevented it from expanding its Ryton plant near Coventry. UK Government Regional Assistance policy provided financial grants to the Rootes Group to bring approximately 6,000 jobs to the area. Linwood had become an area of significant unemployment because of redundancies in the declining shipbuilding industry on the nearby river Clyde. The investment also included an advanced die-casting plant to manufacture the aluminium engine casings, and a stake in a brand new Pressed Steel Company motor pressings works, which manufactured all the new car’s body panels. The location of the plant led to significant logistical issues for the manufacturing process. Linwood was over 300 miles (480 km) away from Ryton, but the engine castings made in Linwood had to be sent to Ryton to be machined and assembled, then sent back up to be put on the cars – a 600-mile (970 km) round trip. This was addressed by a complex schedule of trains shifting completed cars and raw castings south, and trains loaded with engine – gearbox assemblies and many other Ryton sourced goods running north. This schedule remained in operation for the duration of Linwood Imp production.

The local West of Scotland workforce, mainly recruited from the shipbuilding industry, did not bring the distinct skills necessary for motor vehicle assembly, and Imp build quality and reliability suffered accordingly (many years later Alfa Romeo suffered similar problems when they established Alfasud in Naples as a production satellite of Alfa Nord in Milan). However industrial relations was also an issue in production. Industrial disputes and strike action became a regular occurrence, as was the case in many parts of British industry in the 1960s and ’70s. In 1964 there were 31 stoppages and only one-third of the plant’s capacity was realised – 50,000 rather than 150,000. The Imp was nonetheless regarded as a “Scottish car” and was more popular in Scotland than elsewhere in the UK.

Marketing

Initially, the Imp was seen by Rootes as a potential second car for families with the means to acquire one. In this incarnation, it was a somewhat revolutionary, high-quality small car, with some above average features. Later the concept evolved into a kind of ultra-economy car with some cheaply and poorly executed, design features as a utilitarian vehicle, like some of the Eastern European marques of the time like Škoda, and later Lada, which were relatively low-cost economy cars, popular with British consumers. At one point the basic Hillman Imp was the cheapest new car on the British market, which increased low sales figures for a time.

Revisions during model lifespan

At launch the innovative design of the Imp was underdeveloped, in part because of UK Government pressure to start production quickly in response to the job losses in shipbuilding. Mechanical and cooling system problems were commonplace in the early cars. At the end of 1965 a major revision to the Imp was introduced, effectively splitting the marque into Mk I and Mk II cars. The Mk I Imps had a pneumatic throttle linkage and an automatic choke, both of which were replaced by more conventional items on the Mk II. The Mk II also had improved front suspension geometry and several trim and detail changes. Although the car was constantly improved over its production life, there was no single change as significant as that in 1965.

A further upgrade took place in 1968. The instrument panel and steering wheel were redesigned. The large speedometer previously positioned behind the steering wheel was replaced by a horizontal row of four circular dials/displays of varying detail and complexity according to the model specified. The right-hand dial, the speedometer, was now to one side of the driver’s normal sightline, while one multi-functional stalk on the right side of the steering column replaced the two control stalks that had been directly behind the steering wheel, one on each side. The earlier Imp had been praised for the good ergonomic quality of its dash-board/fascia, and its replacement reflected similar trends in other new and modified UK vehicles at a time of “production rationalization”. On the Imp, the more modern arrangement was seen by some as a missed opportunity.

Popularity

The initial problems damaged the Imp’s reputation and popularity trailed off, with half of all production being from the first three years. It still sold thanks to its competitive price, distinctive styling, and cheap running costs, but sales never lived up to expectations for what had become a very competent small car. Another problem that contributed to the reputation of poor reliability, was the lack of understanding of the maintenance needs of alloy engines by owners and the motor trade in the 1960s. It was overshadowed in popularity by the Mini. Although the Mini initially sold poorly, by the mid ’60s it was the ‘in’ thing to have, whereas the Imp never enjoyed such status as a fashion statement.

Rootes, Chrysler and end of Imp production

The company’s huge investment in both the Imp and the Linwood production plant was to be a significant part of the demise of the Rootes Group. The Imp’s commercial failure added to the major losses suffered by Rootes, although the main reasons for these losses were unresolved industrial unrest and the effects of the link with the Chrysler Corporation of the USA. The link was initiated by Lord (William) Rootes in 1964 as a partnership, but he died in October of that year and by 1967 the company had been acquired by Chrysler, to become part of Chrysler Europe. A year later, ahead of the 1968 London Motor Show, the recommended retail prices of most Imp models were reduced for the domestic market by more than four per cent, despite the general price inflation affecting the UK. Chrysler stewardship was blamed by some for the demise of the Imp in March 1976, after fewer than 500,000 had been built, but the entire Chrysler Europe operation was not a success and two years later it became part of Peugeot. The Imp was one of Britain’s longest-running production cars with a 13-year run, despite lower sales in its later years. Its place in the Chrysler UK range was taken the following year by the Chrysler Sunbeam, a three-door hatchback based on the Avenger rear-wheel drive underpinnings. Both cars continued to be produced at the Linwood plant until it closed in 1981, after just 18 years in use.

The Ryton assembly plant continued in operation until December 2006, when production of the Peugeot 206 was switched to Slovakia.

Production

Approximately half a million, half of this number coming in the first three years of production. The Imp used a derivative of the Climax FWMA engine whereas the Lotus cars used an FWMC engine which had an entirely different cylinder head.

Export

Unassembled cars were exported for assembly in Ireland, France, New Zealand, Portugal, Venezuela, Uruguay, Costa Rica, South Africa and Australia. New Zealand cars were assembled as Hillmans by Chrysler/Hillman importer Todd Motors from about 1964 for several years. The model returned, this time as a four-headlamp Sunbeam with the newer dashboard, around 1970 but was only offered for about two more years.

Imp variants

The Hillman Husky name was resurrected in 1967 for an Imp-based estate car.

Hillman Imp Mark I (1963–65)
Hillman Imp de Luxe Mark I & Mark II (1963–68)
Hillman Super Imp (1965–74)
Hillman Imp (1968–76)
Hillman GT (1967–?) Developed by Chrysler Australia from the Singer Chamois Sport, it was never badged nor officially referred to as the Hillman Imp GT
Hillman Imp Californian (19–1970) Coupé / fastback saloon version
Hillman Husky (1967–70) Estate version of the Imp
Commer Imp Van (1965–68)
Hillman Imp Van (1968–70)
Hillman Imp Caledonian (Limited Edition model with additional accessories and available in Super or De luxe models)
Singer Chamois Mark I, Mark II, (1964–70)
Singer Chamois Sport, & Coupé (1967–70)
Sunbeam Imp Sport (1966–70)
Sunbeam Sport (1970–76)
Sunbeam Chamois (Export markets outside of UK only)
Sunbeam Stiletto (1967–72)
Sunbeam Californian
Sunbeam Imp Basic (North America)
Sunbeam Imp De Luxe Mark I & Mark II (North America)

Cars using Imp mechanicals

BS Nymph
Clan Crusader
Ginetta Cars G15
Davrian Imp
Bond 875 & variants
Siva Llama
Beach Mk4

Imps in motorsport

The engine proved flexible and very easy to tune. The overhead camshaft design meant that the head could be flowed and ported to allow the engine to run at high speeds. Useful improvements in power could be gained by replacing the standard silencer with one that impeded the exhaust gas flow less and with better carburettors. However, in adapting the design to suit modern mass-production methods, Rootes had left the engine somewhat more fragile than the Coventry Climax model from which it had been derived.

The Imp enjoyed modest success in both club and international rallying. Rootes introduced a homologation special called the Rally Imp in 1964. The Rally Imp featured many modifications over the standard model, the most important of which was an engine enlarged to 998 cc. Notable successes for this model include the 1965 Tulip Rally in which the works Imps of Rosemary Smith and “Tiny” Lewis finished first and second overall.

Imps were also successful racing cars. The privateer team of George Bevan dominated the British Saloon Car Championship (later known as the British Touring Car Championship) in the early 1970s. Driven by Bill McGovern, the Bevan Sunbeam Imp won the championship in 1970, 1971 and 1972 with limited factory support.

In UK club racing the Imp variants became highly successful in the under 1000 cc Special Saloon category. Notable exponents of the Imp in racing include Ian Forrest, Harry Simpson, Ricky Gauld, John Homewood, Roger Nathan, Gerry Birrell, Ray Payne and Chris Barter. To this day Imps still compete on historic rallies in the UK, with the Vokes’ car often making it onto the podium in the HRCR Clubmans Rally Championship.

The Imp was also successfully raced and rallied in other parts of the world, notably Asia, where drivers including Andrew Bryson and Pardaman Singh regularly won saloon car categories into the 1980s.

998 cc Imp engines were also used in three-wheeled racing sidecars in the 1970s and 1980s. Exhaust systems were naturally constructed on a one off basis, and often sporting the Twin Weber twin choke set up. A number of sidecar crews raced Imp-engined outfits at the Isle of Man TT races, best placement being Roy Hanks in eleventh place in the 1976 TT 1000cc Sidecar. Imp-engined outfits are still regularly championed in classic racing.

Andy Chesman won the 1972 World Hydroplane championship using an Imp engine. He bought Imp specialist company Greetham Engineering, and designed a wedge head to increase the 998 cc engine to 125 bhp with twin 40DCOE Webers. He also fitted a spacer on top of the wet block to accommodate longer piston liners, increasing capacity to 1220 cc. At the BP-sponsored Lake Windermere records week in October 1972, he raised the R1 Class water speed record to 89 miles per hour (143 km/h). He was killed in 1998 in a power boat accident, still holding the record.

1967–72 Sunbeam Stiletto
1967–76 Sunbeam Rapier Fastback & Sunbeam Alpine Fastback
1977–81 Talbot Sunbeam

1977-1981 Chrysler Sunbeam

Chrysler Sunbeam

Overview
Manufacturer	Chrysler Europe PSA
Also called	Talbot Sunbeam (1980–1981)
Production	1977–1981
Assembly	Linwood, United Kingdom
Body and chassis
Class	Supermini
Body style	3-door hatchback
Layout	FR layout
Related	Hillman Avenger
Powertrain
Engine	928 cc ohc I4 1295 cc ohv I4 1598 cc ohv I4 2172 cc 16V Lotus slant 4
Transmission	4 speed manual
Dimensions
Wheelbase	2,413 mm (95.0 in)
Length	3,829 mm (150.7 in)
Width	1,603 mm (63.1 in)
Height	1,395 mm (54.9 in)
Curb weight	1,260 kg (2,780 lb) – 1,320 kg (2,910 lb)
Chronology
Predecessor	Hillman Imp
Successor	Talbot Samba

The Chrysler Sunbeam is a small supermini three-door hatchback manufactured by Chrysler Europe at the former Rootes Group factory in Linwood in Scotland. The Sunbeam’s development was funded by a British government grant with the aim of keeping the Linwood plant running, and the small car was based on the larger Hillman Avenger, also manufactured there. After the takeover of Chrysler’s European operations by PSA, the model was renamed “Talbot Sunbeam” and continued in production until 1981. A Talbot Sunbeam Lotus version was successful in rallying and won the World Rally Championship Manufacturers’ Title for Talbot in 1981.

Background

In the mid-1970s, the British automotive industry was in crisis, marred by frequent strikes and decreasing competitiveness compared to the increasingly successful Japanese automakers. It took its toll on Chrysler UK, which was the name given to the former Rootes Group after its takeover by the US-based Chrysler Corporation. In particular, the Linwood facility was generating losses due to many reasons, including underutilized capacity.

In 1975, the famous Ryder Report led to the effective nationalization of Chrysler UK’s major competitor, British Leyland. Chrysler management decided that the company should therefore also benefit from state aid, and pressed the government for it by threatening to close the UK operations. The government agreed to a state grant reported at GBP 55 million to fund the development of a small car, to be developed in Chrysler’s UK facilities and manufactured in Linwood.

Development

The development of the new car started in January 1976, under the codename “Project R424”. The technical side was the responsibility of the engineering team in Ryton, while the styling was the responsibility of Chrysler’s Whitley design studio in Coventry, led by Roy Axe (who would leave the UK for Chrysler’s headquarters in the US before the car was launched). Many constraints, such as a very tight schedule, low budget and the need to use as many British components as possible, led to the decision to use the rear-wheel drive Hillman Avenger as the base for the new vehicle, rather than the more trendy front-wheel driveconstructions of Chrysler’s French subsidiary, Simca. The Sunbeam was, unlike the larger Horizon and Alpine models which were launched by Chrysler in the mid to late 1970s, never sold in France as a Simca.

Basing the car on the Avenger’s platform allowed for the car not only to use as many existing components as possible, but also to put it in production in Linwood quickly and at minimal investment. The Avenger’s wheelbase was shortened by 3 inches (76 mm), and some modifications were made to accommodate the small 928 cc Coventry Climax engine, a version of the unit inherited from the Hillman Imp, also made in Linwood. Other than that, most components were identical to those of the Avenger. Nevertheless, the car took its steering wheel and instrument pod from Chrysler’s recently launched award winning Simca 1307/Chrysler Alpine.

On the outside, with the exception of the doors, which were straight from the two-door Avenger, the R424 was given an all-new body, styled very much in line with Chrysler’s new, angular “international” style, conceived by Roy Axe, which was first presented with the debut of the 1975 Simca 1307/Chrysler Alpine, and would later also be represented by the 1977 Simca/Chrysler Horizon (“Project C2”). This ensured that the R424 would fit in well with the new Chrysler lineup and come across as fairly modern. Nevertheless, a constraint in the development process took its toll on the initial look of the car – as the C2’s (Horizon’s) headlamps would not be available at the planned launch time of the R424, the small car was given the lamps of the recently restyled Avenger, which required the characteristic “recessed” mounting in the front fascia. The GLS version had a vinyl roof as standard.

1979 Talbot Sunbeam 1.6 GLS, with non-standard fog and driving lights, door-mirrors, mudflaps and seat covers

There was only one body style for the Sunbeam, that of a three-door hatchback. The car was literally a hatchback, with the rear hatch formed out of a single piece of glass as seen previously on the Hillman Imp. This required a high rear sill to provide some structural rigidity and which consequently made the loading and unloading of luggage rather difficult. Although it was a good looking car with clean modern lines, the tricky luggage compartment and the lack of alternative bodystyles – the reasoning being that the Avenger range already offered saloon and estate variants – ultimately compromised the car’s appeal in the UK market. The Sunbeam’s main competitors in the UK, the Ford Escort, Vauxhall Chevette and Austin Allegro, were produced in different body styles to cater for a broader range of customer.

On the interior side, the “GL” version was the first car to sport printed “melded” fabric from Cambrelle on its seats. These have been considered similar to the Avenger in their comfort.

Until the R424 launch, most Chrysler UK products were sold in export markets under the Sunbeam brand of the former Rootes portfolio. Chrysler, however, was striving to cut down on the Rootes brand palette (which at that time existed solely by means of badge engineering) and introduce a pan-European image using the Chrysler brand as the only one for the whole range. The result was naming the car, “Chrysler Sunbeam”, and the Sunbeam brand was discontinued, with the remaining Rootes Group models also rebranded as Chryslers in 1976.

Capacity	927–2172 cc
Power	42–155 hp (31–116 kW)
Max. speed	128–200 km/h (80–124 mph)
Acceleration	0–62.5 mp/h: 22.2–8.3 seconds

The launch

After a remarkably short development period of just 19 months, the Chrysler Sunbeam was launched on July 23, 1977, to a quite positive reception by the British automotive press. An advertising campaign featured Petula Clark singing “…put a Chrysler Sunbeam in your life.” There were initially three engine sizes; 0.9, 1.3 and 1.6 litres, and three trim level available – base “LS”, better-equipped “GL” and the most expensive “S”. To reduce in-house competition, the more basic versions of the two-door Avengers were dropped at the same time in the UK market, and the Chrysler Horizon was only available in five-door form. The Sunbeam sold well, but was not a runaway success.

In spite of the ability to keep the UK business afloat, Chrysler was still making losses both in Europe and at home, and, facing the possibility of complete bankruptcy, decided to sell Chrysler Europe to the French PSA. The French company took control of the former Chrysler Europe effective January 1, 1979, and in the course of the year announced all former Chrysler Europe products would be rebranded to Talbots starting August 1, 1979. The Sunbeam was simply rebadged in the strictest sense of the word, with the Chrysler badge on the bonnet replaced by one that read “Talbot”, but retaining its grille with a prominent Chrysler pentastar until 1981.

Sunbeam Ti and Sunbeam Lotus

Sunbeam Lotus at the Race Retro 2008

In order to boost Sunbeam’s image, a “hot hatch” version of the Sunbeam was launched at the 1978 British International Motor Show and Paris Motor Show, called “Sunbeam Ti”. It was based on the former Avenger Tiger (itself hailing back to the Sunbeam Tiger), a sporty version of the Avenger. The 1.6-litre (1598cc) engine fitted to the Sunbeam with twin Weber carburetors delivered 100 bhp (75 kW; 101 PS). It featured sporty two-tone paint and body kit, and was very sport-oriented, being stripped of equipment that would compromise its performance (and image). It proved quite popular with reviewers and enthusiasts, and helped to emphasize the advantages of Sunbeam’s rear-wheel drive against more trendy (and spacious) front-wheel drive rivals.

Tony Pond driving his Talbot Sunbeam Lotus at the 1979 Manx International Rally

Chrysler had also commissioned the sports car manufacturer and engineering company Lotus to develop a strict rally version of the Sunbeam. The resulting ‘”Sunbeam Lotus” was based on the Sunbeam 1.6 GLS, but fitted with stiffer suspension, a larger anti-roll bar and a larger transmission tunnel. The drivetrain comprised an enlarged 2172 cc version of the Lotus 1973 cc 907 engine, a 16V slant four engine (the Sunbeam version being type 911, similar to the “Lotus 912“), along with a ZF gearbox, both mounted in the car at Ludham Airfield, close to the Lotus facility in Hethel, Norfolk, where the almost-complete cars were shipped from Linwood. Final inspection, in turn, took place in Stoke, Coventry.^[3] In road trim, the Lotus type 911 engine produced 150 bhp (112 kW; 152 PS) at 5,750rpm and 150 lb·ft (203 N·m) of torque at 4,500rpm. In rallying trim this was increased to 250 bhp (186 kW; 253 PS).

The Sunbeam Lotus was unveiled at the Geneva Motor Show in April 1979, but the road-going version of the rally car was not actually ready for deliveries to the public until after the rebranding, and thus became the “Talbot Sunbeam Lotus”. At first these were produced mostly in black and silver, although later models came in a moonstone blue and silver (or black) scheme. The car saw not only enthusiastic press reviews, but also much success in the World Rally Championship – in 1980, Henri Toivonen won the 29th Lombard RAC Rally in one, and, in 1981, the Sunbeam Lotus brought the entire manufacturer’s championship to Talbot.

Sunbeam’s short life

After the takeover, PSA decided that keeping Linwood running would remain unprofitable in the long run and that the facility would have to be closed. This would also mean the end of the Avenger and Sunbeam model lines. The decision was quite reasonable, given the advanced age of the former and the fact “C2-short” while in development, would be launched. Even though the C2-short programme was eventually scrapped, PSA prepared their own version, the Talbot Samba (based on PSA’s own front-wheel drive supermini, the Peugeot 104), which was to be launched in 1981, signalling the time Sunbeam would take its final bow.

Even though the end was looming, the Sunbeam was afforded a facelift for its final 1981 model year, finally gaining flush headlamps along with an entire new front end, featuring the Talbot logo in lieu of the pentastar, which made it look completely in line with the new Talbot lineup. Until the time production ended, about 200,000 Sunbeams were made.

1979–81 Talbot Sunbeam Lotus
1982–82 Sunbeam Lotus-Horizon

1978-1987 Simca-Talbot Horizon

Simca Horizon
1979 Talbot Horizon
Overview
Manufacturer	Chrysler PSA Group Saab–Valmet
Also called	Chrysler Horizon (UK: 1978-79) Talbot Horizon (Europe: 1979-1986)
Production	1978–1987
Assembly	Finland: Uusikaupunki (Saab–Valmet) France: Poissy (PSA Poissy Plant) Spain: Zaragoza (Saab–Valmet) United Kingdom: Ryton
Body and chassis
Class	Subcompact
Body style	Hatchback
Layout	FF layout
Platform	L-body
Related	Dodge Charger Dodge Omni Dodge Omni 024 Dodge Rampage Plymouth Horizon Plymouth Horizon TC3 Plymouth Scamp Plymouth Turismo
Powertrain
Engine	1,118 cc Poissy I4 (gasoline) 1,294 cc Poissy I4 (gasoline) 1,442 cc Poissy I4 (gasoline) 1,905 cc I4 (diesel)
Chronology
Predecessor	Simca 1100
Successor	Peugeot 309

The Horizon was a supermini developed by Chrysler Europe and was sold in Europe between February 1978 and 1987 under the Chrysler, Simca, and Talbot nameplates. Derivative variants of the Horizon were manufactured and marketed in the United States as the Dodge Omni and Plymouth Horizon until 1990.

Origins

The Horizon was designed by Simca, the French division of Chrysler Europe, and introduced in summer 1978. In France it was initially sold under the Simca brand, whilst elsewhere in Europe it was initially badged as a Chrysler. As a result of the acquisition of Chrysler’s European car division by Peugeot in 1978, both the Chrysler and Simca brands were dropped and the car was then sold under the Talbot brand in all its European markets.

Talbot Horizon in profile

The Horizon, or Project C2 as it was known inside Simca during development, was intended to be a “world car”, meaning that it was designed for consumers on both sides of the Atlantic, but in execution, the European and North American versions of the vehicle actually turned out to have very little in common. Born largely out of the need to replace the ageing Simca 1100 in France, the Horizon was essentially a shortened version of the larger Alpine model, giving the vehicle an unusually wide track for its length. Featuring“Poissy engine” of transversely mounted, Simca-designed 1.1, 1.3 and 1.5 litre OHV engines, 4-speed gearbox and torsion-bar suspension, the Horizon gained praise for its crisp styling, supple ride, and competent handling. The SX version which joined the range for the Paris Motor Show, in October 1978, attracted much interest on account of its innovative trip computer. The device took information from three sources, a clock, a “débitmètre” mounted on the fuel feed to the carburetor and a distance information from the feed for the odometer. Using these three pieces of information the “computer” was able to report current fuel consumption and average speeds as well as information on distances and times.

The Horizon was voted European Car of the Year in 1979. Initially only available in LS or GL trim, its launch saw the end of the rear-engined Simca 1000. The Simca 1100remained in production in France till 1981 being sold for a time as a low cost alternative to the Horizon, but the two cars competed in virtually the same segment and the older car, its model range drastically reduced, saw its sales plummet. On the British market, the rear-wheel drive Avenger saloons and estates remained in production alongside it, giving British buyers a full choice of bodystyles in a market where hatchbacks still only accounted for a minority of sales.

The car was the first British-built hatchback of this size — launched two years before the Vauxhall Astra, three years before the European Ford Escort Mark III and five years before the Austin Maestro. It did not officially replace any of the British Chryslers, despite being a similar size to the traditional rear-wheel drive Avenger saloon and estates which had been on sale since 1970 and did not finish production until 1981.

North American variants

Main article: Dodge Omni

1984-’85 Dodge Omni GLH

The North American versions of the Horizon were known as the Dodge Omni and Plymouth Horizon. Although they appeared to share the same external bodywork as the European Horizon (the panels were in fact not interchangeable), they were vastly different mechanically — using a larger engine (of VW, then PSA origins on the early versions, replaced by Chrysler’s own 2.2L OHC “Trenton” I-4 later) and MacPherson strut suspension at the front instead of the more complex torsion bar system found in the European version. They also featured larger reinforced aluminum bumpers to comply with stricter US safety legislation. Despite the car’s European origins, then Chrysler chairman Lee Iacocca played this down, emphasizing that features such as the trip computer and electronic ignition were of American design.

1986 Shelby GLHS

The ultimate Dodge Omni was the modified Omni GLH. The original name, “Coyote”, was rejected, and Carroll Shelby’s choice, the initials GLH, which stood for “Goes Like Hell”, were taken instead. 1984 was the first year of the GLH, which carried over most of the modifications that had been made the previous year to the Shelby Charger. 1985 was the debut of the GLH-T model with the Turbo I (K) engine option. This engine, at low boost (7.2 PSi) coupled with the car’s very low weight (as low as 2,200 lb (1,000 kg)), earned this car its name. The car carried over into 1986 unchanged aside from the addition of a hatch-mounted third tail light, and production was then stopped.

In the US, many variants were eventually produced, including three-door coupé versions (“Charger” and “TC-3 / Turismo”), econo versions (“America”, “Miser”), and powered-up versions such as the GLH, GLH Turbo, and Shelby GLH-S (turbocharged, intercooled, 174 bhp). Even a small pickup truck was based on the Horizon (“Scamp” and “Rampage”). Some of these cars had successful careers in racing venues such as Auto-X, road and endurance racing, and pro rallying.

Production life

Subsequent to the collapse of Chrysler Europe in 1978 and its sale to Peugeot, the Horizon was rebadged as a Talbot in 1979.

In 1981, the revisited models were introduced with minor improvements. By then however, the Horizon was becoming increasingly uncompetitive next to rivals such as the Volkswagen Golf (which was actually four years older), Opel Kadett/Vauxhall Astra and the third generation Ford Escort. The unrefined ohv engines which had been carried over from the Simca 1100 were largely to blame, while body corrosion was a serious issue, at least until Series II, giving many cars a short service life.

The series two Horizon launched in July 1982 had a 5 speed gearbox, and badged series II 5 speed. The bumpers were painted black and the rear windscreen was smaller, because the parcel shelf was raised to increase the size of the boot. Some models had an electronic LED ‘econometer’ which lit up several lights around the edge of the speedometer dial, There was also an LED tachometer on top of the range models which was a row of green,yellow and red LEDs and was positioned atop the steering column.

The Horizon was then updated in 1985, with different interior trim again slight changes to instrument dials and door cards were to make the car look more modern, but along with the Fiat Ritmo/Strada, it was now the oldest mainstream family hatchback on sale in Europe, and was now faced with competition from even more new competitors.

Fewer paint colours were available and fewer models. Many of the late cars, which were built between 1985 and 1986, were painted in an un-sympathetic pale green or cream. Horizons had initially been available in more adventurous colours including orange, but many of these colours had gone out of fashion after the 1970s.

A Talbot Horizon turbo concept car was produced in 1984 with a full cream leather interior and sporty body kit, the car was designed at Whitley, Coventry. The Turbo Horizon is very different from those models once seen out on the street and is kept at Coventry Transport Museum, Coventry England.

Due to corrosion problems there are few left, Horizon is now a rare sight with possibly less than 200 surviving examples in the UK.

The main production lines of Horizon were Poissy in France and PSA Ryton Assembly in England (from 1980). It was also manufactured in Finland and in Spain by Saab–Valmet from 1979 onwards. The Finnish-made Talbot Horizons integrated many Saab components, especially in the interior and electrical system. The Saab-Valmet factory also made a series of 2,385 cars that ran on kerosene or turpentine.

The Horizon was produced in France and also Britain (where production had begun in the 1980s) until June 1986, and in Spain and Finland until 1987. Its successor was the Peugeot 309, a car developed in the UK and launched towards the end of 1985, originally destined to be sold as the Talbot Arizona.^[5] The end of Horizon production early in 1987 also marked the end of the Talbot badge on passenger cars. However, the North American version of the car continued to be produced until 1990.

The PSA XUD9 diesel engine of 1905 cc diesel engine was fitted to certain models of the Horizon, which was the first example of this engine available in the UK. All UK diesel Horizons were made in Spain. The Peugeot-Talbot brochure of October 1984 shows the only diesel Horizon being the LD1.9, the XUD9 engine only available in the Peugeot 305 GRD as well. The Horizon was not the first diesel in the Talbot family of cars with the Chrysler 180 in Spain being powered by diesel.

The Peugeot 309 made use some of the Horizon range of Simca based engines for most of its production life, until replaced with the more modern Peugeot TU engine in 1992.

Horizon in the UK

In Britain, it was seen as a modern alternative to the existing Rootes-designed Avenger models, offering buyers a front-wheel drive hatchback alongside the rear-wheel drive saloons and estates. The Avenger was produced alongside it until 1981, by which time the company had come under Peugeot ownership and no new models were launched to replace it, as the front-wheel drive hatchback style was becoming more popular and Peugeot already had the similar-sized 305 saloon and estates in production.

UK sales of the Horizon (which went on sale there in early 1978 and was badged as a Chrysler until 1 August 1979, when it became a Talbot) were initially quite strong, but by 1983 it was starting to lose sales in a segment dominated by an increasing number of newer models including the Ford Escort Mark III, Vauxhall Astra and Austin Metro. Foreign models like the Volkswagen Golf, Renault Super 5, and Datsun Sunny were also proving popular in the early 1980s.

The last British Horizons were sold in 1986, soon after the launch of Peugeot’s Ryton-built 309 which had originally been intended for sale as the Talbot Arizona, as a Talbot-branded successor to the Horizon, and went on sale in January 1986. The 309 continued the Simca heritage by using Simca-derived engines in its smaller models.

The Ryton factory remained open until December 2006.

UK Specifications range

Capacity	1118–1905 cc
Power	59–90 hp
Max. speed	147 km/h (91 mph) – 175 km/h (109 mph)
Acceleration	0–60 mp/h: 17.9–11.4 seconds

Models

The UK Horizon was available in the following trim levels:

1100 GL
1100 GLE
1300 GL
1300 GL Auto
1300 LS
1300 LX
1300 GLX
1500 LE
1500 LS
1500 LS EXS
1500 GLS
1500 S
1500 SX Auto
1500 EX
1900 LD

Most models were available with 4 or 5-speed gearboxes, which were initially a carry-over of the Simca gearbox, and then later the PSA BE gearbox. Automatic transmission was available on most 1500 models, and was standard equipment on the 1500 SX model.

Some limited editions were:

1500 “Pullman” top of range model. This had upmarket trim and a design of alloy wheel similar to the Lotus Sunbeam and a wider tyre. The Pullman also had radio upgrade with 4 speakers, and rear seatbelts. Most had beige over brown metallic, two-tone paintwork. Around 20% of the Pullman models were two tone silver and blue.
1300 “Summertime Special” This had red plastic trim in place of the usual black.
1500/1300 “Ultra” (1985) an upmarket high-spec car in silver metallic, had its name ‘ULTRA’ on the front wings in black lettering. Ultra had grey velour interior with red piping.
1500 “Silver Fox” which had two tone paintwork half silver, half blue metallic.

2014-on Registration Number SC492037
2015 Sunbeam Electric Vehicles

Double decker buses

http://myntransportblog.com/2014/10/19/sunbeam-trolleybuses/

Sikh 1930-33 (three built)
Pathan 1930-1938 (at least four built for Woverhampton Cotp’n)
DF2 1936-1948 (one built for Wolverhampton Corp’n.)

Double decker trolleybus

MS2 1934-1948
MS3 1934-1948
MF1 1934-1949
MF2 1935-1952
W4 1943-1947
F4/F4A 1948-1965
S7/S7A 1948-58

Double or single deck trolleybus

MF2B 1934-65

Export only

Sunbeam Minx

1932-70 Hillman Minx

Hillman Minx
Hillman Minx Series V
Overview
Manufacturer	Rootes Group
Production	1932–70
Body and chassis
Body style	4-door saloon 2-door coupé 2-door convertible 2-door standard estate 2-door short wheelbase estate 2-door van 2-door coupé utility
Chronology
Predecessor	Hillman 14
Successor	Hillman Hunter Hillman Avenger

The Hillman Minx is a series of middle -sized family cars produced under the Hillman marque by the Rootes Group (1932-70). There have been many versions of the Minx over the years, as well as various badge-engineered versions sold under the Humber, Singer, and Sunbeam marques.

For most of the 1960s, the Minx and its derivatives were the greatest-volume sellers of the “Audax” family of cars from Rootes, which also included the Singer Gazelle and Sunbeam Rapier. The final version of the Minx was the “New Minx” launched in 1967, which was part of the “Arrow” family and essentially a basic version of the Hillman Hunter. Generally, the Minx was available in four-door saloon and estate forms, with a 1496-cc engine.

The Hillman Super Minx was a slightly larger model offered during the Audax era.

Throughout the life of the Minx, there was usually an estate version; and, from 1954 to 1965, there was also a short-wheelbase estate, the Hillman Husky, and a van derivative known as the Commer Cob.

The Minx brand was revived briefly – along with the “Rapier” model name, as applied to the Sunbeam Rapier version of the Audax family – as a special edition late in the life of the Talbot Alpine / Talbot Solara cars, produced by Chrysler Europe after its takeover of the Rootes Group.

Pre-WWII Minx

Hillman Minx 1932
Hillman Minx 1932: the early Minx was a conservatively designed car

The original Minx was introduced in 1932 with a pressed-steel body on separate chassis and 30 bhp 1185 cc engine. It was upgraded with a four-speed transmission in 1934 and a styling upgrade, most noticeably a slightly V-shaped grille. For 1935, synchromesh was added but the range was otherwise similar.

The 1936 model got a new name, the Minx Magnificent, and a restyle with much more rounded body. The chassis was stiffened and the engine moved forwards to give more passenger room. The rear panel, hitherto vertical, was now set at a sloping angle, and the manufacturers offered the option of a folding luggage grid which could be attached to the rear panel and was available for “two pounds, seven shillings and sixpence” (slightly under £2.40) painted. A Commer-badged estate car was added to the range.

The final pre-war model was the 1938 Minx. There were no more factory-built tourers but some were made by Carbodies. The car was visually similar to the Magnificent, with a different grille, and access to the luggage boot (trunk) was external (that on the predecessor was accessed by folding down the rear seat). There were two saloon models in the range, the basic “Safety” model with simple rexine trim instead of leather, no opening front quarterlights, and less luxurious trim levels. The De Luxe model had leather trim, opening quarterlights, extra trim pads, and various other comfort benefits. The 1938 model was not the final iteration before the outbreak of war, however, as the 1939 model was considerably different mechanically, with virtually the entire drivetrain improved to the extent that few parts are interchangeable with the 1938 model. This includes gearbox, differential, half shafts, steering box, and a great many other mechanical and cosmetic changes. Even the front grille, which to the casual eye looks almost identical to the 1938 model, became a pressed alloy component rather than a composite.

Aerominx 1933
Minx sports tourer 1934
Minx 1935
Minx 1937
RAF staff car

Wartime Minx

During the Second World War, British car companies produced simple Utility load carriers, the Car, Light Utility or “Tilly”. For Hillman it was the Hillman 10HP, a Minx chassis with two-person cab and covered load area behind. The basic saloon was also produced for military and essential civilian use from 1940 to 1944.

Minx Mark I to VIII (1945–57)

Hillman Minx Mark I to VIII
Hillman Minx Mark VIII 4-Door Saloon
Overview
Manufacturer	Rootes Group
Production	1945–56
Assembly	United Kingdom Japan (by Isuzu) Australia
Body and chassis
Body style	4-door saloon 3-door estate 2-door convertible 2-door hardtop
Related	Hillman Husky Commer Light Pick-up Commer Express Delivery Van Commer Cob
Powertrain
Engine	1,185 cc I4 1,265 cc I4 1,390 cc I4

The Minx sold between 1945 and 1947 had the same 1185 cc side-valve engine, the same wheelbase and virtually the same shape as the prewar Minx. This postwar Minx became known as the Minx Mark I (or Minx Phase I). Between 1947 and 1948 a modified version, known as the Minx Mark II was offered.

A much more modern looking Minx, badged as the Mark III, was sold from 1948. This was the first Minx with a protruding boot / trunk which effectively respected the Ponton, three-box design by then replacing the ‘flat back’ look, inherited from models that had made their debut in the 1930s. Three different body styles were offered initially, these being saloon, estate car and drophead coupé (convertible). Beneath the metal, however, and apart from updated front suspension, little had changed: the Mark III retained the 1185 cc side-valve engine of its predecessor. Claimed power output, at 35 bhp (26.1 kW), was also unchanged. However, in 1949 the old engine was bored out and compression ratio increased, for the Mark IV Minx, to 1265 cc, and power output increased by 7 per cent to 37.5 bhp (28.0 kW). A Mark IV saloon tested by The Motor magazine in 1949 had a top speed of 67 mph (108 km/h) and could accelerate from 0–60 mph (97 km/h) in 39.7 seconds. A fuel consumption of 32.1 miles per imperial gallon (8.8 L/100 km; 26.7 mpg_-US) was recorded. The test car cost £505 including taxes, the price including radio (£36), over-riders (£5) and heater (£18).

Further minor facelifts followed. In 1953, with the Minx Mark VI, a fourth body variation was added, being the so-called Hillman Minx Californian, a two-door hard-top coupé with, slightly unusually, a b-pillar that wound down out of sight along with the rear side window to give an unbroken window line when all windows were fully opened: the rear window assembly was of a three-piece wrap-around form. The wheelbase and overall length of the car remained the same as those of the four-door saloon and convertible permutations. For the Mark VIII, in 1954, a new ohv 1390 cc engine was installed. This was the engine which, two years later, would be carried over into the first of the new “Audax series” Minxes.

For a short time in the early 1950s Hillman Minxes were sold in the USA to Americans seeking better gas mileage. The reviews of the vehicle in the US were lukewarm. Between 1953 and 1956 the Mark VI to Mark VIII Isuzu Hillman Minx was produced in Japan by Isuzu Motors, prior to their 1961 introduction of the Bellel.

1946 Hillman Minx Mark I saloon
1947 Hillman Minx Mark I drophead coupé
1948 Hillman Minx Mark II
1953 Hillman Minx Mark V
1953 Hillman Minx Mark VI
1954 Hillman Minx Mark VII
Hillman Minx Mark VIII drophead coupé ca 1955
Hillman Minx Mark VIII
4-door saloon 1955
Hillman Minx Californian fixed head coupé or hardtop

Audax design Hillman Minx (Series I to Series VI, 1956–67)

Hillman Minx Series I to Series VI
Hillman Minx Series IIIC
Overview
Manufacturer	Rootes Group
Also called	Sunbeam Minx Humber 80
Production	1956–67
Assembly	United Kingdom Japan Australia New Zealand
Body and chassis
Body style	4-door saloon 2-door convertible 4-door estate
Related	Commer Cob Hillman Gazelle Hillman Husky Singer Gazelle Sunbeam Rapier
Powertrain
Engine	1,390 cc I4 1,494 cc I4 1,592 cc I4 1,725 cc I4
Chronology
Successor	Hillman New Minx

The Audax body was designed by the Rootes Group, but helped by the Raymond Loewy design organisation, who were involved in the design of Studebaker coupés in 1953. The car went through a series of annual face lifts each given a Series number, replacing the Mark number used on the previous Minxes; there was no Series IV. The engine was new for the model with overhead valves – a first for a post war Hillman. Over the years the engine grew from 1390 cc (in the Series I and II) to 1725 cc in the Series VI. A variety of manual transmissions, with column or floor change, and automatic transmissions were offered. For the automatic version, the Series I and II used a Lockheed Manumatic two pedal system (really only a semi-automatic), the Mark III a Smiths Easidrive and the V/VI a Borg Warner.

A Series III deLuxe saloon with 1494 cc engine tested by the British magazine The Motor in 1958 had a top speed of 76.9 mph (123.8 km/h) and could accelerate from 0–60 mph (97 km/h) in 25.4 seconds. A fuel consumption of 31.8 miles per imperial gallon (8.9 L/100 km; 26.5 mpg_-US) was recorded. The test car cost £794 including taxes of £265.

There were Singer Gazelle and Sunbeam Rapier variants of all these Hillman Minx models, and the names were again used on derivatives in the later Rootes Arrow range. Some models were re-badged in certain markets, with the Sunbeam and Humber marques used for some exports.

The New Zealand importer/assembler Todd Motors created the Humber 80 and Humber 90, badge-engineered models based respectively on the Minx and Super Minx, as a way to secure scarce additional import licences for CKD assembly kits. Although the 90 was identical to the Super Minx, the cheaper 80 could be spotted by a horizontal bar grille design. The Humber 80 was acknowledged in the 1980s Roger Hall playPrisoners of Mother England, in which a newly arrived immigrant in New Zealand spots one and exclaims: “Humber 80? There’s no such car!”

In Australia, the first of the series V vehicles fitted with all-synchro gearboxes was known locally as the series Va. This little-known fact is rarely referenced within Australia and virtually unknown elsewhere.

The Audax Minx was also built in Japan by Isuzu Motors as the Isuzu Hillman Minx under licence from Rootes between September 1956 and June 1964. Isuzu produced their own unique estate car version, the Isuzu Hillman Express, from 1958 to 1964.

Hillman Minx Series I Convertible 1957
Hillman Minx Series III
Hillman Minx Series III in side view
Hillman Minx Series IIIA – chrome grille
Hillman Minx Series IIIB featuring an alloy grille in place of the chrome grill of the Series IIIA
Hillman Minx Series IIIC convertible: the last of the convertible Minx line
Hillman Minx Series V. The almost identical Series VI lost the bumper over-riders but featured the larger Rootes 1725cc engine
Hillman Minx Series VI
1959 Humber 80 – a Hillman Minx Series III badged as Humber for some markets such as (here) in New Zealand
1966 Sunbeam Minx in Canada

Super Minx (1961–67)

Hillman Super Minx
1965 Hillman Super Minx (with revised C-post)

Main article: Hillman Super Minx

Launched late in 1961, the Hillman Super Minx was intended at one stage to replace the Minx Series III. In the event the Series III would be replaced in 1963 by the Series V, while the Super Minx was launched as a separate, albeit closely related, model.

New Minx (1967–70)

Hillman New Minx
Hillman New Minx
Overview
Manufacturer	Rootes Group
Also called	Sunbeam Minx
Production	1967–70
Assembly	United Kingdom
Body and chassis
Body style	4-door saloon 4-door estate
Related	Hillman Hunter Singer New Gazelle
Powertrain
Engine	1496 cc I4 1725 cc I4
Chronology
Predecessor	Hillman Minx Series VI
Successor	Hillman Hunter

A replacement Minx (sometimes identified, retrospectively, as the New Minx) took over from the Series VI in 1967. It was a reduced specification version of the Hillman Hunter. Saloon and estate versions were produced, initially equipped with a 54 bhp 1496 cc 4 cylinder engine. A 61 bhp 1725cc engine became available in 1968. The final Minx was replaced by a Hillman Hunter De Luxe model in 1970.

Paykan (Arrow) pickup, a version of Hillman new Minx, made by Iran Khodro

Sunbeam Vogue/Sunbeam Arrow

1966-79 (2005((IRAN)) Rootes Arrow

Rootes Group “Arrow” series
1967 Hillman Hunter Saloon
Overview
Manufacturer	Rootes Group Chrysler Europe
Production	1966–1979 (until 2005 in Iran)
Assembly	Ryton-on-Dunsmore, United Kingdom Linwood, United Kingdom Santry, Republic of Ireland Tehran (Iran Khodro), Iran Port Melbourne, Australia Petone and (from 1975) Porirua,New Zealand
Designer	Rex Fleming (overall) Roy Axe (estate and coupé)
Body and chassis
Body style	4-door saloon 5-door estate 2-door coupé 2-door pick-up
Related	See article for list of Arrow marques Paykan
Powertrain
Engine	1500 cc 4 1725 cc I4
Transmission	4 speed manual 4-speed manual + D-type Laycock Overdrive (1966–1972) 4-speed manual + J-type Laycock Overdrive (1972 on) Borg-Warner 35/65 automatic
Dimensions
Wheelbase	98 in (2,489 mm) (saloon)
Length	171 in (4,343 mm) (saloon)
Width	63 in (1,600 mm) (saloon)
Height	56 in (1,422 mm) (saloon)
Curb weight	2,100 lb (953 kg) (saloon)
Chronology
Predecessor	Hillman Minx
Successor	none

Rootes Arrow was the manufacturer’s name for a range of cars produced under several badge-engineered marques by the Rootes Group (later Chrysler Europe) from 1966 to 1979. It is amongst the last Rootes designs, developed with no influence from future owner Chrysler. The range is sometimes referred to by the name of the most prolific model, the Hillman Hunter.

A substantial number of separate marque and model names applied to this single car platform. Some were given different model names to justify trim differences (Hillman GT, Hillman Estate) and that from time to time all models were sold in some European markets under the Sunbeam marque (Sunbeam Sceptre for instance), and at other times used UK marque/model names. To add complication, Singer Gazelle/Vogue models were also sold in the UK for one season badged as Sunbeams after the Singer brand was withdrawn.

The models sold – not all concurrently – were, alphabetically by marque:

Chrysler Hunter
Chrysler Vogue
Dodge Husky
Hillman Arrow, Hillman Break de Chasse, Hillman GT, Hillman Hunter, Hillman Hustler and Hillman Minx
Hillman Vogue
Humber Sceptre
Singer Gazelle and Singer Vogue
Sunbeam Alpine and Sunbeam Rapier fastback coupés
Sunbeam Arrow, Sunbeam Break de Chasse, Sunbeam Hunter, Sunbeam Minx, Sunbeam Sceptre, and Sunbeam Vogue

The most prolific model within the Arrow range, the Hillman Hunter, was the Coventry-based company’s major competitor in the medium family car segment. In its 13-year production run, its UK market contemporaries included the Ford Cortina, Morris Marina and Vauxhall Victor, although model positioning within the range meant competition with some larger cars as well, including the Austin 1800.

The Arrow range extended to several body styles: saloon, estate, fastback coupé and a pick-up (sold mainly in South Africa as the Dodge Husky). Depending on the model, they had two doors or four doors. Not all marques were represented in all body styles, with the coupés being reserved for Sunbeam.

Development

The Arrow range was conceived in 1962. Following the Hillman Imp, consideration was given to developing a larger rear-engined car, but this concept was dismissed, and the engineering settled on for the new car was more conventional and closer to the layout of the existing Audax series (which included the previous Hillman Minx).

With cash-strapped Rootes struggling amid continuing engine cooling problems with the Imp, which often resulted in warped cylinder heads, the cautious Arrow broke little new engineering ground. New parts were largely based on tried and tested Rootes components, using a new but strong 5-bearing version of the well-proven 1725 cc overhead valve petrol engine as a starting point which varied in output from 66 bhp (49 kW) to 88 bhp (66 kW) (in the Humber Sceptre). The engine was inclined by a modest 15 degrees, to allow for a lower bonnet line and to enable packaging of the carburettors. This engine was further uprated by specialists Holbay, employing two Weber 40DCOE carburettors to produce 107 bhp (80 kW) for the Sunbeam Rapier H120 and Hillman Hunter GLS. A smaller 1500 cc engine was the standard for manual versions of the Hillman Minx and the Singer Gazelle, and the Hillman Hunter DeLuxe model which succeeded the Minx. Automatic models were all powered by the 1725 cc engine. Particular attention was paid to weight and cost to bring the vehicle in line with its natural competitors, including the Mark 2 Ford Cortina.

For the first time in a Rootes car MacPherson strut suspension featured at the front, with a conventional live axle mounted on leaf springs at the rear. Other firsts for Rootes in the new car were curved side glass and flow-through ventilation.

Manual transmissions were available in four-speed form with an optional Laycock de Normanville overdrive, or Borg-Warner automatic transmission, again as an option. Initially, the Borg Warner Type 35 3-speed automatic was offered, then the Type 45 four-speed automatic became available in 1973.

The handbrake was situated between the driver’s seat and door (i.e. on the driver’s right-hand side for a right-hand drive car) rather than between the front seats. This followed the practice in the ‘Audax’ cars.

The first Arrow model to be launched, the Hillman Hunter, was presented as a replacement for the Hillman Super Minx. The Hunter was lighter than its predecessor and the wheel-base of the new car was actually 2½ inches (6.4 cm) shorter than that of the old, but the length of the passenger cabin was nonetheless increased by moving the engine and the toe-board forwards.

For the first two years there were few changes. However, in May 1968 power assisted brakes were made available as a factory fitted option. Hitherto this possibility had been offered only as a kit for retro-fitting: it was stated that the factory fitted servo-assistance, at a domestic market price slightly below £13, would be cheaper for customers.

A mild facelift in 1970 gave new grilles to the various Hunter trim levels, and some derivatives gained a (then) more fashionable dashboard, exchanging wood for plastic, but the car remained fundamentally the same throughout its life.

A more detailed facelift for 1972 brought a new all-plastic dashboard with deeply hooded round dials (earlier versions had either a strip speedometer or round dials in a flat dashboard for more expensive models like the Vogue), new steering wheel, plastic instead of metal air cleaner, reshaped squarer headlamps in a new grille and some engine tuning changes.

For 1975, bumpers were enlarged and the tail lights were enclosed in a full-width anodised aluminium trim piece.

Following the 1967 acquisition of Rootes by Chrysler, the Arrow derivatives were rationalised until only the Hillman Hunter version was left by 1976. From September 1977 it was re-badged as a Chrysler, which it was to be for the remaining 2 years of its life. Hunter production was switched in 1969 to Rootes’ troubled Imp plant in Linwood, from its original home of Ryton.

Sales were lower after 1975 following the launch of the Chrysler Alpine, a similar sized car but with front-wheel drive and a hatchback bodystyle, at a time when rear-wheel drive saloons still dominated in this sector.

Following the Hillman Avenger‘s move to Linwood in 1976, the very last European Hunters were assembled in the Santry plant, Shanowen Road, Ireland from “complete knock down” (CKD) kits until production ended in 1979 – but no evidence exists to suggest that the Talbot badge was applied to any production Hunter following Chrysler Europe’s 1978 takeover by Peugeot, and the application of that badge to other Chrysler models sold on or after 1 August 1979.

The final Chrysler Hunter was built in September 1979 in Porirua, New Zealand, and was donated to the Southward Museum. In 2000 the Museum sold the car to a private collector.

Models and market positions

As Rootes looked to rationalise the number of platforms and the total engineering cost of their vehicle line-up during the 1960s, they kept alive the many names of the companies they had purchased to maintain product differentation out in the market place. As such, the Arrow was simultaneously aimed at several slightly different market segments, using a range of brand and model names during the car’s 13-year production run.

Hillman

1970 Hillman Minx

The first models, launched on the domestic market in October 1966 with a 1725 cc engine, were given the Hillman Hunter name with the respected name Hillman Minx (for the cheaper 1496 cc version), following in January 1967. Hillman would remain the British group’s most prolific marque. The Hunter model name was not in fact entirely new for a Rootes-related car, having been used for one year’s production of the Singer SM1500.

Sports models included the Hillman GT, which was based on the Minx trim, but was a model in its own right (not a “Hillman Minx GT” nor “Hillman Hunter GT”). It featured a twin Zenith Stromberg CD150 carburettor version of the 1725 engine developing 94 bhp and Ro-Style wheels. in 1972 came the Hillman Hunter GLS with a specially-tuned twin-Weber-carburettor engine (by Holbay) shared with the Sunbeam Rapier H120 model, as well as close ratio gearbox and quad headlights.

The estate version, announced in April 1967, was originally launched as the “Hillman Estate Car” without either Hunter or Minx badging. It came with a one piece tailgate which was much cheaper to produce than the horizontally split two piece tailgate featured on the car it replaced, but the change nevertheless drew some unfavourable press comment.

The car’s image was boosted when a Hunter driven by Andrew Cowan won the 1968 London-Sydney Marathon rally.

The range was soon simplified with trim levels and varying engine specifications: the Hillman Hunter DeLuxe or DL replaced the Minx and retained the 1496 cc engine; the 1725 cc engine with an iron cylinder head being an option on these entry level models. Above that were the Hunter Super and Hunter GL, both with the higher specification alloy headed engine and two different trim levels. The twin carburettor engined “Hillman Hunter GT” eventually replaced the Hillman GT, and the Holbay-engined GLS was positioned at the top of the range.

For the 1975 Motor Show, a limited edition Hillman Hunter Topaz was produced. This was largely based on the Hunter Super and equipped with overdrive, radio, vinyl roof, Rostyle wheels and a special half cloth upholstery as standard. This car was only available in a unique metallic bronze paint finish. The price was less than that of the standard Hunter Super when fitted with the optional overdrive. A Hillman Break de Chasse was sold in French-speaking markets, based on the Minx specification. (Also offered was a similar Sunbeam Break de Chasse; “break” being a French term for an estate,and the phrase break de chasse translating roughly as shooting-brake.)

Singer

1969 Sunbeam_Vogue_License_plate_ca_1969

Circa 1969 Sunbeam Vogue

The Singer Vogue and Singer Gazelle were positioned slightly upmarket of the Hillman Hunter and the Minx respectively. Nevertheless, the need to compete on price was evidenced with the announcement of the Singer Vogue estate car. The Vogue saloon was fitted with an alternator, but the Vogue estate, announced in April 1967, was fitted with a dynamo; the manufacturers explained that the change was made to help keep the model’s recommended UK-market selling price below £1,000.

The Singers were short-lived models, retired early in 1970 along with the rest of the Singer range. Briefly following the retirement of the Singer brand, and throughout the model life for principal export markets, the Singer Vogue was badged as a Sunbeam.

Sunbeam

1974 Sunbeam Rapier fastback coupé in “Grasshopper” green

The single-carburettor Sunbeam Alpine and twin-carburettor Sunbeam Rapier were only sold as fastback coupés, and were marketed with a strong sporting image – although it was eventually the Hillman Hunter which was used in long-distance rallying. The sportiest Sunbeam was the Rapier H120 model, though this shared its specially tuned Holbay engine with the Hillman Hunter GLS.

Sunbeam Arrow, Sunbeam Break de Chasse, Sunbeam Hunter, Sunbeam Minx, Sunbeam Sceptre, and Sunbeam Vogue were used for export markets where the Sunbeam name was more familiar or deemed more likely to succeed. The Sunbeam Arrow name was used in North America. Sunbeam Break de Chasse, Hunter, Vogue, and Minx were offered in some French-speaking markets (where “break” is a term for an estate).

A Sunbeam Sceptre appeared in France and some German-speaking markets (at least), and carried the Humber Sceptre level of specification, as described below. The Sunbeam Vogue was also available in the home (British) market for a short period after the Singer marque was retired in 1970.

Humber

Main article: Humber Sceptre

1975 Humber Sceptre

The Humber Sceptre traded on Humber’s tradition of building luxury cars and was the best-appointed version, with the exception of the similar Sunbeam-branded Sunbeam Sceptre sold in some markets.

The manual-gearbox model featured either the D-type or the later J-type Laycock De Normanville overdrive, with the J-type fitted from chassis numbers L3 onwards starting in July 1972. As with all Arrows, an automatic gearbox was an option. A closer ratio G-type gearbox was fitted to later Sceptres, using the J-type overdrive.

An estate version of the Humber Sceptre was introduced at the London Motor Show in October 1974. It featured a built-in roof rack and a carpeted loading floor protected by metal strips and illuminated by an additional interior light. Washer and wiper were provided for the rear window, a rare feature on UK-market estate cars of the time.

Chrysler

The Hillman Hunter was rebranded as the Chrysler Hunter for the UK market in September 1977, receiving at the same time a four headlight frontal treatment similar to that of the Hunter GLS model and the Humber Sceptre. In order to try to prolong the model life an improved level of equipment included a central console and a voltmeter. The Super version also featured an aluminium-head engine and viscous fan coupling along with reclining seats, a vinyl-covered roof and “simulated wood treatment” for the facia and door sills. By this time, however, Chrysler UK dealers had been selling the French-built Chrysler Alpine for more than two years: more than ten years after the launch of the original Hillman Hunter, the Chrysler Hunter was self-evidently a run-out model, and relatively few were produced. According to How Many Left, only 4 are still on UK roads. It was effectively replaced by the Talbot Solara – a four-door saloon version of the Alpine hatchback – which was launched in April 1980.

Iranian, Australian and New Zealand ranges

Australia

Starting in 1967, Chrysler Australia Ltd assembled the Hillman Hunter from imported CKD packs at their Port Melbourne factory, which they inherited as part of Chrysler’s acquisition of Rootes Australia.

Production commenced in 1967 with 2 models, designated as the HB series: the Arrow (with a trim level corresponding with the home market (United Kingdom) Minx, but with a front bench seat), and the Hunter.

These were replaced by the HC series in 1969. The major changes were adoption of the UK face-lifted Hunter radiator grille and rectangular headlights, and the renaming of the Arrow as the Hunter, retaining the Arrow’s trim specification and bench seat. At the same time came the introduction of the Safari estate (known in Australia as a station wagon.) The Safari name was also used to identify the Australian Chrysler Valiant estate model. There was also the addition of two, new, more upmarket saloon variants: the Hunter Royal (corresponding in trim level with the UK Singer Vogue, but retaining the Hunter plastic moulded dashboard, with simulated wood trim), and the Hunter GT, which corresponded with the UK Humber Sceptre in trim level, but with the standard Hunter grille. These cars featured trim parts from various UK models, including UK Humber Sceptre bonnet ornaments.

The Safari estate was a popular seller, particularly as the competing Holden Torana was not available as an estate.

In 1971, the Australian version of the Hunter was face-lifted again, with the introduction of the HE series. Marketing of the car, plus its rear badges, referred to it as the Hunter, rather than a Hillman.

The facelift involved a change to the radiator grille, with new and smaller rectangular headlights. Also, the appearance of the rear of the car was changed with a flush trim panel under the boot lid and new twin-lens tail lights. Depending on the model, this panel was painted in the body colour or a matte grey; this facelift was unique to Australia.

Inside, the HE models received a new collapsible steering column, with the Valiant’s steering wheel.

The model range was later modified again: a new cut price performance version called the Hustler was introduced. This was similar in concept and execution to the UK Hillman GT – a sparsely trimmed car with high performance.

The Hunter GT was renamed the Hunter Royal 660. Outside, this car gained Rostyle wheels. Inside, the car was trimmed in the same “buffalo grain” textured vinyl, which also was to be found in the VG series luxury Valiant, the Regal 770.

These cars sold steadily, but they became overshadowed when Chrysler Australia commenced assembly of the Mitsubishi Galant in 1972. By this time, the Mitsubishi was a conspicuously more modern car, and by 1973, the Hunter was phased out, and became the last Rootes car to have been marketed in Australia. Chrysler Australia then closed the former Rootes factory, focusing Australian production at their Tonsley Park plant in Adelaide.

New Zealand

New Zealand importer and CKD assembler Todd Motors also created its own unique versions of the Arrow line. The single 1967 launch version (1725 cc aluminium head engine with four-speed manual transmission or three-speed Borg Warner 35 automatic transmission with twin fron seats) was almost identical to its UK counterpart but Todd started to use its own upholstery designs from the 1969 rectangular headlight update. For 1970, it added a silver rear trim panel to the Hunter and introduced the estate although this had a lower specification than the saloon – an iron head 1725 cc engine, no automatic option, simpler dashboard trim (no locking glovebox), painted rather than bright metal door window trim and fixed rather than opening front quarter-lights.

Todd’s also offered a Singer Vogue saloon with a 1725 cc engine and a more upmarket wood veneer dashboard from 1967–71 when it was replaced by the Hunter GL.

The range was given a unique-to-NZ update early in 1971: the iron head “deluxe” estate (never badged as such) was almost unchanged apart from the side “Hunter” badges moving from the front doors to the front guards and revised seat and door trim patterns, and the door tops switched from black to the same colour as the seats. The alloy headed “super” saloon got these changes plus a spray-on black, instead of silver, tail panel — the texture of this changed from textured fake vinyl to a matte black over the year’s run. Initially the cars were offered with tan, red, blue or black upholstery with the dash painted to match but after a few months, Todd’s switched to a new type of vinyl with different texture for their Avenger, Hunter and Valiant lines and the blue option was dropped and the dashboards reverted to black paint. By now the equivalent Super model in the UK had seen its specification reduced to the iron head engine, no bumper over-riders, less exterior bright metal detailing and fixed front quarterlights — so the New Zealand version was unique.

The range’s first major facelift for 1972 brought an uprated motor with new carburettor and ignition tuning, re-profiled camshaft and a plastic air cleaner housing (these models were always harder to keep in tune than their predecessors), smaller, squarer headlamps, a new dashboard with deeply hooded round dials (the Hunters had strip speedometers previously), high-backed front seats, and a revised silver trim panel surrounding the tail lights.

Todds also added a new “GL” model, replacing the Singer Vogue, that initially had little to distinguish it (and justify a higher price) apart from wooden dashboard and door inserts, the same different trim patterns from the old Vogue and standard reversing lights. In 1973 Todds created another completely unique model by updating the GL with the four-headlight nose from the upmarket Humber Sceptre (a rare UK-assembled import) and altering the tail with a new silver strip below the tail lights, incorporating the reversing lights. These changes gave the GL a much more distinctive appearance front and rear.

By the mid-70s, the Hunter was an old model and under siege from newer Japanese rivals. Todd’s Hunters adopted the larger bumpers and new grille introduced for 1975 in the UK but the range was eventually rationalised into a single Super saloon model with the four-headlight front end and “wood” dashboard inserts (by then it was synthetic wood rather than the real material used originally). The final updates included standard cigarette lighter and heater control illumination.

Around 1975, the optional automatic was uprated from the three-speed Borg Warner 35 to the new, four-speed 45 but there were supply problems and Todds reverted to the 35 three-speed for several assembly runs of the automatic versions.

As in Australia, though six years later, Mitsubishis from Japan sounded the Hunter’s death knell. After beginning with CKD assembly of a single Galant coupé model in 1972, Todds had added the Lancer saloon in 1975 and launched its first mid-size Mitsubishi Galant Sigma saloon line in 1977, effectively replacing the Hunter. The far more modern, better equipped “Mitsis” were pricier, and the Hunter still had its fans and lingered on until 1979, when it was axed in the UK and Todd’s built the last Chrysler-badged version anywhere.

The Hunter’s other claim to Kiwi fame was being the first CKD model line to pass the 30,000-unit mark during its 12-year run.

Iranian Paykan

In 1966, Iran National (now Iran Khodro) of Iran began to assemble Hillman Hunters from CKD kits, after a deal was struck between the Rootes Group and Iran National’s director, Mahmoud Khayami. The resulting Paykan (Persian for arrow) saloon, pick-up and taxi models became known as Iran’s national car.

Earlier versions used the Hunter 1725 cc engine, but later kits were shipped with the Avenger’s 1600 cc engine mated to the Arrow range 4-speed gearbox via a special bell-housing. Later, they were all equipped with a 5-speed gearbox. The engine was upgraded to a Multi Point Electronic Fuel Injection made by Sagem Company. Also the Spark distributor was replaced with ECU Controlled Spark Coils. The differential was also upgraded to a more compatible version to Avenger Engine.

Full local production began in 1985, after the original British production lines were closed. The new owner in Britain, Peugeot, established a new contract whereby Iran Khodro would manufacture the Paykan with the same body panels but Peugeot 504 engines and suspension, for six more years. This deal has a similarity to one in South Africa, where Hunters were once built with locally made Peugeot 404 engines (from which the 504 units evolved) to meet strict local-content laws applicable in the late 1960s.

The Paykan saloon ceased production in May 2005, to be replaced by the Peugeot RD, based on the Peugeot 405 platform. The Bardo 1600i, the pick-up version of the Paykan is still in production (2012) (Although they do not achieve the required standards like having ABS and Airbag). The production rights for the Paykan have now been acquired by the government of Sudan, and production of the Paykan is expected to restart.

Paykan Iran National built, Tehran
Paykan gathering in Northen Tehran
One of the last Paykans to be produced in Iran

Sunbeam Funwagon/Sunbeam Highwayman

Sunbeam-Coatalen engines

Sunbeam, Wolverhampton, England, started to build aircraft engines in 1912. Louis Coatalen joined Sunbeam as chief engineer in 1909, having previously been Chief Engineer at the Humber works in Coventry. The company quickly became one of the UK’s leading engine manufacturers and even designed an aircraft of its own. Sunbeam discontinued the production of aero engines after Coatalen left the company in the 1930s.

Sunbeam Crusader V8, 150 hp (110 kW)
Sunbeam Zulu V8, 160 hp (120 kW), developed from Crusader
Sunbeam Mohawk V12, 225 hp (168 kW)
Sunbeam Gurkha V12, 240 hp (180 kW), developed from Maori
Sunbeam Cossack V12, 320 hp (240 kW), 18.4 litres
Sunbeam Nubian V8, 155 hp (116 kW), 7.7 litres
Sunbeam Afridi V12, 200 hp (150 kW), 11.476 litres
Sunbeam Maori V12, 250 hp (190 kW), 14.7 litres, developed from Afridi
Sunbeam Amazon Straight-6, 160 hp (120 kW), 9.2 litres, developed from Cossack
Sunbeam Saracen Straight-6, 200 hp (150 kW), 11.2 litres, developed from Amazon
Sunbeam Viking W18 “Broad Arrow” 450 hp (340 kW), 33.6 litres, developed from Cossack
Sunbeam Arab V8, 200 hp (150 kW), 11.8 litres
Sunbeam Bedouin inverted V8, 200 hp (150 kW), 12.3 litres, developed from Arab
Sunbeam Manitou V12, 325 hp (242 kW), 14.7 litres, developed from Maori
Sunbeam Tartar V12, 300 hp (220 kW), 15.4 litres
Sunbeam Kaffir W12 “Broad Arrow” 300 hp (220 kW), developed from Arab, 18.3 litres
Sunbeam Spartan V12, 200 hp (150 kW), 14 litres, air-cooled
Sunbeam Matabele V12, 400 hp (300 kW), 22.4 litres, developed from Cossack
Sunbeam Malay Five-pointed star arrangement of 20 cylinders, 500 hp (370 kW), 29.4 litres
Sunbeam Pathan Straight-6, 100 hp (75 kW), 8.8 litres, diesel
Sunbeam Dyak Straight-6, 100 hp (75 kW), 8.8 litres
Sunbeam Sikh V12, 800 hp (600 kW), 64.1 litres
Sunbeam Sikh II
Sunbeam Sikh III
Sunbeam 2,000hp

Packard Automobile Company Detroit Michigan United States 1899 – 1958k

Packard

Packard
“Ask the man who owns one.”
Former type	Automobile company
Industry	Manufacturing
Fate	folded
Founded	1899
Founder	James Ward Packard, William Doud Packard, George L. Weiss
Defunct	1958
Headquarters	Detroit, Michigan, US
Key people	Henry B. Joy
Products	Automobile

Packard was an American luxury automobile marque built by the Packard Motor Car Company of Detroit, Michigan, and later by the Studebaker-Packard Corporation of South Bend, Indiana. The first Packard automobiles were produced in 1899, and the last in 1958.

History

1899–1905

Packard was founded by James Ward Packard, his brother William Doud Packard and their partner, George Lewis Weiss, in the city of Warren, Ohio where 400 Packard automobiles were built at their Packard factory on Dana Street Northeast, from 1899 to 1903. Being a mechanical engineer, James Ward Packard believed they could build a better horseless carriage than the Winton cars owned by Weiss, an important Winton stockholder.

In September, 1900, the Ohio Automobile Company was founded to produce “Packard” autos. Since these automobiles quickly gained an excellent reputation, the name was changed on October 13, 1902 to the Packard Motor Car Company.

All Packards had a single-cylinder engine until 1903. From the very beginning, Packard featured innovations, including the modern steering wheel and, years later, the first production 12-cylinder engine and air-conditioning in a passenger car.

While the Black Motor Company‘s “Black” went as low as $375, Western Tool Works‘ Gale Model A roadster was $500, the high-volume Oldsmobile Runabout went for $650, and the Cole 30 and Cole Runabout were US$1,500, Packard concentrated on cars with prices starting at $2,600. The marque developed a following among wealthy purchasers both in the United States and abroad.

Henry Bourne Joy, a member of one of Detroit‘s oldest and wealthiest families, bought a Packard. Impressed by its reliability, he visited the Packards and soon enlisted a group of investors—including Truman Handy Newberry and Russell A. Alger Jr. On October 2, 1902, this group refinanced and renamed the New York and Ohio Automobile Company as “Packard Motor Car Company”, with James as president. Alger later served as vice-president. Packard moved its automobile operation to Detroit soon after, and Joy became general manager, later to be chairman of the board. An original Packard, reputedly the first manufactured, was donated by a grateful James Packard to his alma mater, Lehigh University, and is preserved there in the Packard Laboratory. Another is on display at the Packard Museum in Warren, Ohio.

The 3,500,000 sq ft (330,000 m²) Packard plant on East Grand Boulevard in Detroit was located on over 40 acres (16 ha) of land. Designed by Albert Kahn Associates, it included the first use of reinforced concrete for industrial construction in Detroit and was considered the most modern automobile manufacturing facility in the world when opened in 1903. Its skilled craftsmen practiced over eighty trades. The dilapidated plant still stands, despite repeated fires. Architect Kahn also designed the Packard Proving Grounds at Utica, Michigan.

1899-1930

1899 Packard Model A Runabout, Wagen Nr. 1 (Werkbild, Anfang November 1899)

1903 Packard Modell F, Einzylinder

1904 Packard Model L

1905 Packard Twin Six 905

1906 Packard Modell 18 Runabout (Serie NA)

1906 Packard S 24HP Runabout

1907 Packard ad The New York Times 1907-11-06

1910 Packard Advertisement – Indianapolis Star, May 22, 1910

1910 Packard Eighteen Touring Serie NB

1910 Providence Packard

1911 Packard

1912 Packard Advertisement – Syracuse Herald, March 14, 1912

1913 Packard 6

1914 Packard 1-38 Five Passenger Phaeton

1914-packard-dominant-six-4-48-runabout

1915-ox5-aircraft-engine-packard-merlin

Kampfflugzeugmotor Packard V-1650-7 Weiterentwicklung unter Lizenz des Rolls-Royce Merlin V12 Zylinder, in dieser Version 1315 bhp

1915-packard-model-e-7t

1915-packard

1916-packard-first-series-twin-six-touring-1-35

1916-packard-model-d-mexican-revolution-231

1917-russian-imperial-state-limousine-a-1916-packard-twin-6-touring-car-equipped-with-kegresse-track-1917

1917-packard-engine-6900cc

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packard-twin-six-3-serie-modell-3-35-seitengesteuerter-v12-90-ps-2600-min-links/left-limousine-1920-rechts/right-brougham-1918

1919-packard-albright

1919-packard-truck

1922-packard-phaeton

1922-packard-single-six-126-sportmodell-4 seats

1922-packard-single-six-modell-126-2-pass-runabout

1923-packard-single-six-226-touring

1924-packard-single-eight-143-town-car-by-fleetwood.

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1926-packard-eight-modell-243-7-pass-touring

1927-packard-343-dual-windshield-phaeton

1927-packard-eight-modell-343-convertible-sedan-von-murphy

1927-packard-fourth-series-six-model-426-runabout-roadster

1927-packard-magazine-ad

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1928-packard

1929-packard-640-custom-eight

1929-packard-640-custom-eight-roadster

1929-packard-custom-eight-640-4-door-convertible-sedan-karosserie-von-larkins-san-francisco

1929-packard-m640-wrecker

1930-packard-734-boattail-speedster

1930-packard-custom-eight-modell-740-coupé-roadster

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From this beginning, through and beyond the 1930s, Packard-built vehicles were perceived as highly competitive among high-priced luxury American automobiles. The company was commonly referred to as being one of the “Three P’s” of American motordom royalty, along with Pierce-Arrow of Buffalo, New York and Peerless of Cleveland, Ohio. For most of its history, Packard was guided by its President and General Manager James Alvan Macauley, who also served as President of the National Automobile Manufacturers Association. Inducted into the Automobile Hall of Fame, Macauley made Packard the number one designer and producer of luxury automobiles in the United States. The marque was also highly competitive abroad, with markets in sixty-one countries. Gross income for the company was $21,889,000 in 1928. Macauley was also responsible for the iconic Packard slogan, “Ask the Man Who Owns One.”

In the 1920s, Packard exported more cars than any other in its price class, and in 1930, sold almost twice as many abroad as any other marque priced over US$2000. In 1931, ten Packards were owned by Japan’s Royal Family. Between 1924 and 1930, Packard was also the top-selling luxury brand.

In addition to excellent luxury cars, Packard built trucks as well. A Packard truck carrying a three-ton load, drove from New York City to San Francisco between 8 July and 24 August 1912. The same year, Packard had service depots in 104 cities.

The Packard Motor Corporation Building at Philadelphia, also designed by Albert Kahn, was built in 1910-1911. It was added to the National Register of Historic Places in 1980.

By 1931, Packards were also being produced in Canada.

1931–1936

1930 Packard Deluxe Eight roadster

Entering the 1930s, Packard attempted to beat the stock market crash and subsequent Great Depression by manufacturing ever more opulent and expensive cars than it had prior to October 1929. While the Eight five-seater sedan had been the company’s top-seller for years, the Twin Six, designed by Vincent, was introduced for 1932, with prices starting at US$3,650 at the factory gate; in 1933, it would be renamed the Packard Twelve, a name it retained for the remainder of its run (through 1939). Also in 1931, Packard pioneered a system it called Ride Control, which made the hydraulic shock absorbers adjustable from within the car. For one year only, 1932, Packard fielded an upper-medium-priced car, the Light Eight, at a base price of $1,750 (about $27,933 in 2014), or $735 ($11,732) less than the standard Eight.

1931 Ninth Series model 840

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As an independent automaker, Packard did not have the luxury of a larger corporate structure absorbing its losses, as Cadillac did with GM and Lincoln with Ford. However, Packard did have a better cash position than other independent luxury marques. Peerless ceased production in 1932, changing the Cleveland Ohio manufacturing plant from producing cars to brewing beer for Carling Black Label Beer. By 1938, Franklin, Marmon, Ruxton,Stearns-Knight, Stutz, Duesenberg, and Pierce-Arrow had all closed.

1932 Ninth Series De Luxe Eight model 904 sedan-limousine

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Packard also had one other advantage that some other luxury automakers did not: a single production line. By maintaining a single line and interchangeability between models, Packard was able to keep its costs down. Packard did not change cars as often as other manufacturers did at the time. Rather than introducing new models annually, Packard began using its own “Series” formula for differentiating its model changeovers in 1923. New model series did not debut on a strictly annual basis, with some series lasting nearly two years, and others lasting as short a time as seven months. In the long run, though, Packard averaged approximately one new series per year. By 1930, Packard automobiles were considered part of its Seventh Series. By 1942, Packard was in its Twentieth Series. The “Thirteenth Series” was omitted.

1934 Eleventh Series Eight model 1101 convertible sedan

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1935 Packard Eight Model 1200 5-passenger Sedan (Style #803), Packards preisgünstigstes Senior-Modell

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To address the Depression, Packard started producing more affordable cars in the medium-price range. In 1935, the company introduced its first sub-$1,000 car, the 120. Sales more than tripled that year and doubled again in 1936. In order to produce the 120, Packard built and equipped an entirely separate factory. By 1936, Packard’s labor force was divided nearly evenly between the high-priced “Senior” lines (Twelve, Super Eight, and Eight) and the medium-priced “Junior” models, although more than ten times more Juniors were produced than Seniors. This was because the 120 models were built using thoroughly modern mass production techniques, while the Senior Packards used a great deal more hand labor and traditional craftsmanship. Although Packard almost certainly could not have survived the Depression without the highly successful Junior models, they did have the effect of diminishing the Senior models’ exclusive image among those few who could still afford an expensive luxury car. The 120 models were more modern in basic design than the Senior models; for example, the 1935 Packard 120 featured independent front suspension and hydraulic brakes, features that would not appear on the Senior Packards until 1937.

1937–1941

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1939 Packard Packard Twelve, 17th series

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1941 Packard Custom Super Eight One-Eighty Formal sedan; 19th series, Model 1907

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1941 Packard Station Wagon advertisement; either One-Ten Model 1900 or One-Twenty Model 1901

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Packard was still the premier luxury automobile, even though the majority of cars being built were the 120 and Super Eight model ranges. Hoping to catch still more of the market, Packard decided to issue the Packard 115C in 1937, which was powered by Packard’s first six-cylinder engine since the Fifth Series cars in 1928. While the move to introduce the Six, priced at around $1200, was brilliant, for the car arrived just in time for the 1938 recession, it also tagged Packards as something less exclusive than they had been in the public’s mind, and in the long run hurt Packard’s reputation of building some of America’s finest luxury cars. The Six, redesignated 110 in 1940–41, continued for three years after the war, with many serving as taxicabs.

In 1939, Packard introduced Econo-Drive, a kind of overdrive, claimed able to reduce engine speed 27.8%; it could be engaged at any speed over 30 mph (48 km/h). The same year, the company introduced a fifth, transverse shock absorber and made column shift (known as Handishift) available on the 120 and Six.

1942–1945

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Russian copy of Packard the ZIS 110

In 1942 the Packard Motor Car Company converted to 100% war production. During World War II, Packard again built airplane engines, licensing the Merlin engine from Rolls-Royce as the V-1650, which powered the famous P-51 Mustang fighter, ironically known as the “Cadillac of the Skies” by GIs in WWII. Packard also built 1350-, 1400-, and 1500 hp V-12 marine engines for American PT boats (each boat used three) and some of Britain’s patrol boats. Packard ranked 18th among United States corporations in the value of wartime production contracts.

By the end of the war in Europe, Packard Motor Car Company had produced over 55,000 combat engines totaling 84,356,900 horsepower. Sales in 1944 were $455,118,600. By May 6, 1945 Packard had a backlog on war orders of $568,000,000.

1946–1956

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Packard dealer in New York State, ca. 1950-1955

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1955 + 57-packard-deluxe-super-eight-50-buick-roadmaster-55-buick-roadmaster-57

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By the end of World War II, Packard was in excellent financial condition, but several management mistakes became ever more visible as time went on. Like other U.S. auto companies, Packard resumed civilian car production in late 1945 labeling them as 1946 models by modestly updating their 1942 models. As only tooling for the Clipper was at hand, the Senior-series cars were not rescheduled. One version of the story is that the Senior dies were left out in the elements to rust and were no longer usable. Another long-rumored tale is that Roosevelt gave Stalin the dies to the Senior series, but the ZiS-110 state limousines were a separate design.

Although the postwar Packards sold well, the ability to distinguish expensive models from lower-priced models disappeared as all Packards, whether sixes or eights, became virtually alike in styling. Further, amidst a booming seller’s market, management had decided to direct the company more to volume middle-class models, thus concentrating on selling lower-priced cars instead of more expensive — and more profitable — models. Worse, they also tried to enter the taxi cab and fleet car market. The idea was to gain volume for the years ahead, but that target was missed: Packard simply was not big enough to offer a real challenge to the Big Three, and they lacked the deep pockets a parent company could shelter them from as well as the model lineup to spread the pricing through.

As a result, Packard’s image as a luxury brand was further diluted. As Packard lost buyers of expensive cars, it could not find enough customers for the lesser models to compensate. The shortage of raw materials immediately after the war – which was felt by all manufacturers – hurt Packard more with its volume business than it would have had it had focused on the luxury specialty car market.

1949 Packard Convertible Coupé

1950 Packard Eight 4-Door Sedan

The Clipper, although a graceful classic automobile, became outdated as the new envelope bodies started appearing led by Studebaker and Kaiser-Frazer. Had they been a European car maker, this would have meant nothing; they could have continued to offer the classic shape not so different from the later Rolls-Royce with its vertical grill. Although Packard was in solid financial shape as the war ended, they had not sold enough cars to pay the cost of tooling for the 1941 design. While most automakers were able to come out with new vehicles for 1948-49, Packard could not do this until 1951. They therefore updated by adding sheet metal to the existing body (which added 200 pounds of curb weight). The design chosen was of the “bathtub” style, predicted during the war as the destined future of automobiles, and most fully realized by the 49/50 Nash. Six-cylinder cars were dropped for the home market, and a convertible was added.

These new designs hid their relationship to the Clipper. Even that name was dropped — for a while. However, it looked bulky, and was nicknamed the “pregnant elephant”. When a new body style was added, Packard introduced a station wagon instead of a 2-door hardtop as buyers requested. Test driver for Modern Mechanix, Tom McCahill, referred to the newly designed Packard as “a goat” and “a dowager in a Queen Mary hat”. Still, demand for any car was high and Packard sold 92,000 vehicles for 1948 and 116,000 of the 1949 models.

Packard abandoned the luxury car market, relinquishing the market to Cadillac. Although the Custom Clippers and Custom Eights were built in its old tradition with craftsmanship and the best materials, Cadillac now set the “Standard of the World”, with bold styling and tailfins. Cadillac was among the earliest U.S. makers to offer an automatic transmission (the Hydramatic in 1941), but Packard caught up with the Ultramatic, offered on top models in 1949 and all models from 1950 onward. Packard outsold Cadillac until about 1950; the problem was that most sales were the mid range lines, the volume models. A buyer of a Super Eight paying premium dollars did not enjoy seeing a lesser automobile with nearly all the Super Eight’s features, with just slight distinction in exterior styling. In addition to standard sedans, coupes, and convertibles, Packard also produced the curious “Station Sedan”, a wagon-like body that was mostly steel, but had a little structural and a good deal of decorative wood in the back. A total of 3,864 were sold over its three years of production.

Also in mid-1949, Packard introduced its Ultramatic automatic transmission, the only independent automaker to develop one. Although smoother than the GM Hydramatic, acceleration was sluggish and owners were often tempted to put it into Low Gear for faster starts which put extra wear on the transmission.

In 1950, sales tanked as the company sold only 42,000 cars for the model year. When Packard’s president George T. Christopher announced that the “bathtub” would get another facelift for 1951, influential parts of the management revolted. Christopher was forced to resign and loyal Packard treasurer Hugh Ferry became president.

The 1951 Packards were at last completely redesigned. Designer John Reinhart introduced a high, more squared-off profile that was sleek and contemporary and looked as far from the bathtub design of 1948-50 as one could get. New styling features included a one-piece windshield, a wrap-around rear window, small tailfins on the long-wheelbase models, a full-width grill, and “guideline fenders” with the hood and front fenders at the same height. The 122-inch (3,099 mm) wheelbase supported low-end 200-series standard and Deluxe two and four doors, and 250-series Mayfair hardtop coupes (Packard’s first) and convertibles. Upmarket 300 and Patrician 400 models rode a 127-inch (3,226 mm) wheelbase. 200-series models were again low-end models and even included a business coupe.

The 250, 300, and 400/Patricians were Packard’s flagship models and comprised the majority of production for that year. The Patrician was now the top-shelf Packard, replacing the Custom Eight line. Original plans were to equip it with a 356 cu in (5.8 L) engine, but the company decided that sales would probably not be high enough to justify producing the larger, more expensive power plant, and so instead the debored 327 cu in (5.4 L) (previously the middle engine) was used instead and offered nearly equal performance.

Since 1951 was a quiet year with little new from the other auto manufacturers, Packard’s redesigned lineup sold nearly 101,000 cars. The last new Packards ever produced were a quirky mixture of the ultra-modern (the automatic transmissions) and the archaic (still using flathead inline eights when OHV V8 engines were about to become the norm). No domestic car lines had OHV V8s in 1948, but by 1955, every car line offered a version. The Packard inline eight, despite being a very long-in-the-tooth design that lacked the power of Cadillac’s engines, was very smooth and combined with an Ultramatic transmission, made for a nearly noiseless interior on the road.

Packard did well during the early post-war period and supply soon caught up with demand. By the early 1950s, the independent American manufacturers were left moribund as the “Big Three” – General Motors, Ford, and Chrysler – battled intensely for sales in the economy, medium-price, and luxury market. Those independents that remained alive in the early Fifties, merged. In 1953 Kaiser merged with Willys to become Kaiser-Willys. Nash and Hudson became American Motors (AMC). The strategy for these mergers included cutting costs and strengthening their sales organizations to meet the intense competition from the Big Three.

In May 1952, aging Packard president Hugh Ferry resigned and was succeeded by James J. Nance, a marketing hotshot recruited from Hotpoint to turn the stagnant company around (its main factory on Detroit’s East Grand Boulevard was operating at only 50% capacity). Nance worked to snag Korean War military contracts and turn around Packard’s badly diluted image. He declared that from now on, Packard would cease producing mid-priced cars and build only luxury models to compete with Cadillac.

As part of this strategy, Nance unveiled a low-production (only 750 made) glamour model for 1953, the Caribbean convertible. Competing directly with the other novelty ragtops of that year (Buick Skylark, Oldsmobile Fiesta, and Cadillac Eldorado), it was equally well received, and outsold its competition.

Nance had hoped for a total redesign in 1954, but the necessary time and money were lacking. Packard that year (total production 89,796) comprised the bread-and-butter Clipper line (the 250 series was dropped), Mayfair hardtop coupes and convertibles, and a new entry level long-wheelbase sedan named Cavalier. Among the Clippers was a novelty pillared coupe, the Sportster, styled to resemble a hardtop.

With time and money again lacking, the 1954 lineup was unchanged except for modified headlights and taillights, essentially trim items. A new hardtop named Pacific was added to the flagship Patrician series and all higher-end Packards sported a bored-out 359-cid engine. Air conditioning became available for the first time since 1942. Packard had introduced air conditioning in the 1930s. Clippers (which comprised over 80% of production) also got a hardtop model, Super Panama. But sales tanked, falling to only 31,000 cars.

The revolutionary new model Nance hoped for was delayed until 1955, partially because of Packard’s merger with Studebaker. In 1953-54, Ford and GM waged a brutal sales war, cutting prices and forcing cars on dealers. While this had little effect on either company, it gravely damaged the independent auto makers. Nash president George Mason thus proposed that the four major independents (Nash, Hudson, Packard, and Studebaker) all merge into one large outfit to be named American Motors Corporation. Mason held informal discussions with Nance to outline his strategic vision, and an agreement was reached for AMC to buy Packard’s Ultramatic transmissions and V8 engines, and they were used in 1955 Hudsons and Nashes. However, SPC’s Nance refused to consider merging with AMC unless he could take the top command position (Mason and Nance were former competitors as heads of the Kelvinator and Hotpoint appliance companies respectively). But Mason’s grand vision of a Big Four American auto industry ended in October 1954 with his sudden death from a heart attack. A week after the death of Mason, the new president of AMC, George W. Romney announced “there are no mergers under way either directly or indirectly.” Nevertheless, Romney continued with Mason’s commitment to buy components from SPC. Although Mason and Nance had previously agreed that SPC would purchase parts from AMC, it did not do so. Moreover Packard’s engines and transmissions were comparatively expensive, so AMC began development of its own V8 engine, and replaced the outsourced unit by mid-1956.

Although Nash and Hudson merged along with Studebaker and Packard joining, the four-way merger Mason hoped for did not materialize. The S-P marriage (really a Packard buyout), proved to be a crippling mistake. Although Packard was still in fair financial shape, Studebaker was not, struggling with high overhead and production costs and needing the impossible figure of 250,000 cars a year to break even.

Due diligence was not performed, and the merger was rushed. Studebaker’s management was notorious for building the wrong car at the wrong time, while the cars people wanted were always in short supply, strangling the company financially as a result.

In 1951 Packard replaced the old “bathtub” models with a new and more modern body that resembled typical cars of the early 1950s. Sales were slower by 1953, despite Packard’s push to recapture the luxury market with such limited edition luxury models as the Caribbean convertible and the Patrician 400 Sedan, and the Derham custom formal sedan, In 1954, Packard stylist Richard A. Teague was called upon by Nance to redesign the 1955 model. To Teague’s credit, the 1955 Packard was indeed a sensation when it appeared, gaining greater acceptance than anticipated. Not only was the body completely updated and modernized, but the suspension was totally new, with torsion bars front and rear, along with an electric load-leveler control that kept the car level regardless of load or road conditions. Crowning this stunning new design was Packard’s first modern overhead-valve V8, displacing 352 cu in (5.8 l), replacing the old, heavy, cast-iron side valve straight-eight that had been used for decades. In addition, Packard offered the entire host of power comfort and convenience features, such as power steering and brakes, electric window lifts, and air conditioning (even in the Caribbean convertible), a Packard exclusive at the time. Sales rebounded to 101,000 for 1955, although that was a very strong year across the industry.

As the 1955 models went into production, an old problem flared up. Back in 1941, Packard had outsourced its bodies to Briggs Manufacturing. In 1954, Chrysler bought out that company, ending Packard’s supply. They had to resume in-house production, which for unknown reasons was done in a cramped factory in West Detroit. This facility was too small and caused endless tie-ups and quality problems. Packard would have fared better building the bodies in its old, but amply-sized main facility on East Grand Boulevard. Bad quality control hurt the company’s image and caused sales to plummet for 1956 even though the problems had largely been resolved by that point.

For 1956, the Clipper became a separate make, with Clipper Custom and Deluxe models available. Now the Packard-Clipper business model was a mirror to Lincoln-Mercury. “Senior” Packards were built in four body styles. Each body style had a unique model name. Patrician was used for the four-door top of the line sedans, Four Hundred was used for the hardtop coupes, and Caribbean was used for the convertible and hardtop vinyl-roof two-door hardtop models. In the spring of 1956 the Executive was introduced. Coming in a four-door sedan, and a two-door hardtop, the Executive was aimed at the buyer who wanted a luxury car but could not justify Packard’s pricing. It was an intermediate model using the Packard name and the Senior models’ front end, but built on the Clipper wheelbase and using the Clipper tail end fender treatment. This was to some confusing and went against what James Nance had been attempting for several years to accomplish, the separation of the Clipper line from Packard. However, as late as the cars introduction to the market, was there was reasoning for in 1957 this car was to be continued. It then become a baseline Packard on the all new 1957 Senior shell. Clippers would share bodies with Studebaker from 1957.

Despite the new 1955/56 design, Cadillac continued to lead the luxury market, followed by Lincoln, Packard, and Imperial. Reliability problems with the automatic transmission and all electrical accessories further eroded the public’s opinion of Packard. Sales were good for 1955 compared to 1954. The year was also an industry banner year. Packard’s sales slid in 1956 due to the fit and finish of the 1955 models, and mechanical issues relating to the new engineering features. These defects cost Packard millions in recalls and tarnished a newly won image just in its infancy. Along with Studebaker sales dragging Packard down, things looked more terminal than ever for SPC.

For 1956, Teague kept the basic 1955 design, and added more styling touches to the body such as then−fashionable three toning. Headlamps hooded in a more radical style in the front fenders and a slight shuffling of chrome distinguished the 1956 models. “Electronic Push-button Ultramatic,” which located transmission push buttons on a stalk off of the steering column, proved to be trouble-prone, adding to the car’s negative reputation, possibly soon to become an orphan. Model series remained the same, but the V8 was now enlarged to 374 cu in (6.1 L) for Senior series, the largest in the industry. In the top-of-the-line Caribbean, that engine produced 310 hp (230 kW). Clippers continued to use the 352 engine. There were plans for an all−new 1957 line of Senior Packards based on the showcar Predictor. Clippers and Studebakers would also share many inner and outer body panels. These models were in many ways far advanced from what would be produced by any automaker at the time, save Chrysler, which would soon feel public wrath for its own poor quality issues after rushing its all−new 1957 lines into production. James Nance was dismissed from Packard and moved to Ford as the head of the new MEL (Mercury-Edsel-Lincoln) division. Although Nance tried everything, the company failed to secure funding for new retooling; forcing Packard to share Studebaker platforms and body designs, but as badge-engineered models, not in the way it had been envisioned. With no funding to retool for the advanced new models envisioned, SPC’s fate was sealed; the large Packard was effectively dead in an executive decision to kill “the car we could not afford to lose”. The last Packard-designed vehicle, a Patrician 4-door sedan, rolled off the assembly line on June 25, 1956.

1957–1958

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In 1957, no more Packards were built in Detroit and the Clipper disappeared as a separate brand name. Instead, a Studebaker President-based car bearing the Packard Clipper nameplate appeared on the market, but sales were slow. Available in just two body styles, Town Sedan (4-door sedan) and Country Sedan (4-door station wagon), they were powered by Studebaker’s 289 cu in (4.7 l) V8 with McCulloch supercharger, delivering the same 275 hp (205 kW) as the 1956 Clipper Custom, although at higher revolutions.

While the 1957 Packard Clipper was less Packard, it was a very good Studebaker. The cars sold in limited numbers, which was attributed to Packard dealers dropping their franchises and consumers fearful of buying a car that could soon be an orphaned make. It was tried with design cues from the 1956 Clipper (visual in the grille and dash). Wheel-covers, tail-lamps and dials were stock 1956 parts, as was the Packard cormorant hood mascot and trunk chrome trim from 1955 senior Packards.

The 1958 models were launched with no series name, simply as “Packard”. More styles were added, a 2-door hardtop and 4-door sedan, and as the premier model, a Packard Hawk that was a Studebaker Golden Hawk with a new front, a fake spare wheel molded in the trunk lid reminiscent of the concurrent Imperial, and Packard styling cues.

These cars were the first in the industry to be “facelifted” with plastic parts. The housing for the new dual headlights and the complete fins were fibreglass parts grafted on Studebaker bodies. There was very little chrome on the low front clip. Designer Duncan McCrae managed to include the 1956 Clipper tail lights for one last time, this time in a fin, and under a canted fin. A bizarre combination and poorly executed. Dodge did something similar, however the effect was less jarring. Added with the pods for the dual headlights and the new 1958 Packard was a real hodgepodge of late-1950s styling cues. The public reaction was predictable and though there were more models in the Packard lineup, sales were almost non-existent. Had Studebaker’s been built in Detroit on a Packard chassis, the outcome might have been positive. The Studebaker factory was older than Packard’s Detroit plant, with higher production requirements, which added to dipping sales. The company had problems and a new compact car, the Lark, was only a year away. All 1958 Packards were given 14 in (36 cm) wheels to lower the profile.

Predictably, some Packard devotees were disappointed by the marque‘s loss of exclusivity and what they perceived as a reduction in quality. They joined competitors and media critics in christening the new models as Packardbakers. They failed to sell in sufficient numbers to keep the marque afloat. However, with the market flooded by inexpensive cars, none of the minor automakers were able to sell vehicles at loss leader prices to keep up with Ford and GM. There was also a general decline in demand for large cars which heralded an industry switch to compact cars like the Studebaker Lark. Several makes were discontinued around this timeframe. Not since the 1930s had so many makes disappeared: Packard, Edsel, Hudson, Nash, DeSoto, and Kaiser.

Concept Packards

1956 Predictor concept, at the Studebaker National Museum

During the 1950s, a number of “dream cars” were built by Packard in an attempt to keep the marque alive in the imaginations of the American car-buying public. Included in this category are the 1952 Pan American that led to the production Caribbean and the Panther (also known as Daytona), based on a 1954 platform. Shortly after the introduction of the Caribbean, Packard showed a prototype hardtop called the Balboa. It featured a reverse slant rear window that could be lowered for ventilation, a feature introduced in a production car by Mercury in 1957 and still in production in 1966. The Request was based on the 1955 Four Hundred hardtop, but featured a classic upright Packard fluted grille reminiscent of the prewar models. In addition, the 1957 engineering mule “Black Bess” was built to test new features for a future car. This car had a resemblance to the 1958 Edsel. It featured Packard’s return to a vertical grill. This grill was very narrow with the familiar ox yoke shape that was characteristic for Packard, and with front fenders with dual headlights resembling Chrysler products from that era. The engineering mule Black Bess was destroyed by the company shortly after the Packard plant was shuttered. Of the ten Requests built only four were sold off the showroom floor. Richard A. Teague also designed the last Packard show car, the Predictor. This hardtop coupe’s design followed the lines of the planned 1957 cars. It had many unusual features, among them a roof section that opened either by opening a door or activating a switch, well ahead of later T-Tops. The car had seats that rotated out allowing the passenger easy access, a feature later used on some Chrysler products. The Predictor also had the opera windows, or portholes, found on concurrent Thunderbirds. Other novel ideas were overhead switches—these were in the production Avanti—and a dash design that followed the hood profile, centering dials in the center console area. This feature has only recently been used on production cars. The Predictor survives and is on display at the Studebaker National Museum section of the Center for History in South Bend, Indiana.

Astral

There was one very unusual prototype, the Studebaker-Packard Astral, made in 1957 and first unveiled at the South Bend Art Centre on January 12, 1958 and then at the March 1958 Geneva Motor Show. It had a single gyroscopic balanced wheel and the publicity data suggested it could be nuclear powered or have what the designers described as an ionic engine. No working prototype was ever made nor was it likely that one was ever intended.

The Astral was designed by Edward E Herrmann, Studebaker-Packards director of interior design, as a project to give his team experience in working with glass reinforced plastic. It was put on show at various Studebaker dealerships before being put into storage. Rediscovered 30 years later, the car was restored and put on display by the Studebaker museum.

The end

Studebaker-Packard pulled the Packard nameplate from the marketplace in 1959. It kept its name until 1962 when “Packard” was dropped off the corporation’s name at a time when it was introducing the all new Avanti, and a less anachronistic image was being sought, thus finishing the story of the great American Packard marque. Ironically, it was considered that the Packard name might be used for the new fiberglass sports car, as well as Pierce-Arrow, the make Studebaker controlled in the late 1920s and early 1930s.

In the late 1950s, Studebaker-Packard was approached by enthusiasts to rebadge the French car maker Facel-Vega‘s Excellence suicide door, 4-door hardtop as a ‘Packard’ for sale in North America, using stock Packard V8s, and identifying trim including red hexagon wheel covers, cormorant hood ornament, and classic vertical ox yoke grille. The proposition was rejected when Daimler-Benz threatened to pull out of its 1957 marketing and distribution agreement, which would have cost Studebaker-Packard more in revenue than they could have made from the badge-engineered Packard. Daimler-Benz had little of its own dealer network at the time and used this agreement to enter and become more established in the American market thru SPC’s dealer network, and felt this car was a threat to their models. By acquiescing, SPC did themselves no favors and may have accelerated their exit from automobiles, and Mercedes-Benz protecting their own turf, helped ensure their future.

The revival

In the 1990s, Roy Gullickson revived the Packard nameplate by buying the trademark and building a prototype Packard Twelve for the 1999 model year. His goal was to produce 2,000 of them per year, but lack of investment funds stalled that plan indefinitely and the Twelve was sold at an auto auction in Plymouth, MI in July 2014.

Packard automobile engines

Packard’s engineering staff designed and built excellent, reliable engines. Packard offered a 12-cylinder engine—the “Twin Six”—as well as a low-compression straight eight, but never a 16-cylinder engine. After WWII, Packard continued with their successful straight-eight-cylinder flathead engines. While as fast as the new GM and Chrysler OHV V8s, they were perceived as obsolete by buyers. By waiting until 1955, Packard was almost the last U.S. automaker to introduce a high-compression V8 engine. The design was physically large and entirely conventional, copying many of the first generation Cadillac, Oldsmobile, and Studebaker Kettering features. It was produced in 320 cu in (5.2 L) and 352 cu in (5.8 L) displacements. The Caribbean version had two 4-barrel carburetors and produced 275 hp (205 kW). For 1956, a 374 cu in (6.1 L) version was used in the senior cars and the Caribbean 2×4-barrel produced 305 hp (227 kW).

In-house designed and built, their “Ultramatic” automatic transmission featured a lockup torque converter with two speeds. The early Ultramatics normally operated only in “high” with “low” having to be selected manually. Beginning with late 1954, the transmission could be set to operate only in “high” or to start in “low” and automatically shift into “high”. Packard’s last major development was the Bill Allison-invented “Torsion-Level” suspension, an electronically controlled four-wheel torsion-bar suspension that balanced the car’s height front to rear and side to side, having electric motors to compensate each spring independently. Contemporary American competitors had serious difficulties with this suspension concept, trying to accomplish the same with air-bag springs before dropping the idea.

Packard also made large aeronautical and marine engines. Chief engineer Jesse G. Vincent developed a V12 airplane engine called the “Liberty engine” that was used widely in entente air corps during World War I. Packard powered boats and airplanes set several records during the 1920s. For Packard’s production of military and navy engines, see the Merlin engine and PT Boats which contributed to the Allied victory in World War II. Packard also developed a jet propulsion engine for the US Air Force, one of the reasons for the Curtiss-Wright take-over in 1956, as they wanted to sell their own jet.

Packard automobile models

Packard Single-Cylinder models:
- Packard Model A (1899–1900)
- Packard Model B (1900)
- Packard Model C (1901)
- Packard Model E (1901)
- Packard Model F (1901–1903)
- Packard Model M (1904)

Packard Twin-Cylinder model:
- Packard Model G (1902)

Packard Four-Cylinder models:
- Packard Model K (1903)
- Packard Gray Wolf (1903)
- Packard Model L (1904)
- Packard Model N (1905)
- Packard Model 24 (Series S) (1906)
- Packard Model 18 (Series NA-NC) (1905–1907)
- Packard Model 30 (Series U) (1907–1912)

Packard Six-Cylinder models:
- Packard Dominant Six (1912–1915)
- Packard Single Six (1921–1924)
- Packard Six (1925–1929)
- Packard 110
- Packard 115 (1937)
- Packard Six (1937–1949)

Packard Eight
- Packard Single Eight & Eight (1924-)
- Packard Custom Eight
- Packard Light Eight
- Packard 120 (1935–1942)
- Packard 160
- Packard 180
- Packard Super Eight

Packard V-12:
- Packard Twin Six (1916–1923)
- Packard 905 (1916–1923)
- Packard Twin Six (1932)
- Packard Twelve (1932–1939)

Postwar Packards (including Clipper)
- Packard 400, see Packard Four Hundred
- Packard Caribbean
- Packard Cavalier
- Packard Clipper
- Packard Clipper Constellation
- Packard 200
- Packard 250, see Packard 200
- Packard 300
- Packard Executive
- Packard Four Hundred
- Packard Hawk (1958)
- Packard Mayfair
- Packard Pacific
- Packard Patrician (including Patrician 400)
- Packard Station Sedan (1949–1950)
- Packard Super Panama
- 1957 and 1958 Packards

Packard show cars

Packard Phantom (1944; also called Brown Bomber and Macauley’s Folly)
Packard Pan-American (1951; also called Macauley Speedster after Packard design executive Edward Macauley)
Packard Pan-American (1952) and Panther-Daytona
Packard Balboa (1953)
Packard Panther (1954–1955)
Packard Request (1955)
Packard Predictor (1956)
Packard Black Bess (1957; not an official name, it was a driveable design proposal)

Packard tradenames

Ultramatic, Packard’s self-developed automatic transmission (1949–1953; Gear-Start Ultramatic 1954, Twin Ultramatic 1955-1956)
Thunderbolt, a line of Packard Straight Eights after WW2
Torsion Level Ride, Packard’s torsion bar suspension with integrated levelizer (1955–1956)
Easamatic, Packard’s name for the Bendix TreadleVac power brakes available after 1952.
Electromatic, Packard’s name for its electrically controlled, vacuum operated automatic clutch.
Twin Traction, Packard’s optional limited-slip rear axle; the first on a production car worldwide (1956–1958)
Touch Button, Packard’s electric panel to control 1956 win Ultramatic

The Packard advertising song on television had the words: Ride ride ride ride ride along in your Packard, in your Packard. In a Packard you’ve got the world on a string. In a Packard car you feel like a king. Ride ride ride ride ride along in your Packard, what fun! And ask the man, just ask the man the lucky man who owns one!

Legacy

America’s Packard Museum and the Fort Lauderdale Antique Car Museum hold collections of Packard automobiles. There are also collections in Whangarei and Maungatapere, New Zealand which were started by the late Graeme Craw.

PIERCE – ARROW Cars, Trucks, Motor(cycles) Buffalo, New York, U.S.A 1900-1938

Pierce-Arrow Motor Car Company

Pierce-Arrow

Former type	Automobile manufacturing
Industry	Automotive
Genre	Sedans, touring cars Commercial trucks, fire trucks, camp trailers, motorcycles, and bicycles
Founded	1901
Founders	George N. Pierce
Defunct	1938
Headquarters	Buffalo, New York, United States
Area served	United States
Products	Vehicles Automotive parts

Pierce-Arrow Motor Car Company was an American automobile manufacturer based in Buffalo, New York, which was active from 1901 to 1938. Although best known for its expensive luxury cars, Pierce-Arrow also manufactured commercial trucks, fire trucks, camp trailers, motorcycles, and bicycles.

Early history

The forerunner of Pierce-Arrow was established in 1865 as Heinz, Pierce and Munschauer. The company was best known for its household items, especially its delicate, gilded birdcages. In 1872 George Norman Pierce (1846-1910) bought out the other two, changed the name to George N. Pierce Company, and in 1896 added bicycles to the product line. The company failed in its attempt to build a steam-powered car in 1900 under license from Overman, but by 1901 had built its first single-cylinder, two-speed, no-reverse Motorette with an engine licensed from de Dion. In 1903, it produced a two-cylinder car, the Arrow.

In 1904 Pierce decided to concentrate on making a larger, more luxurious car for the upscale market, the Great Arrow. This became Pierce’s most successful product. The solidly built, four-cylinder car won the Glidden Trophy in 1905, an endurance run to celebrate the most reliable car. Thirty-three cars entered the 1100-mile race from New York City to Bretton Woods, New Hampshire, won by Percy Pierce in a Great Arrow.

The noted industrial architect Albert Kahn designed the Pierce Arrow Factory Complex at Elmwood Avenue and Great Arrow Avenue in about 1906. It was listed on the National Register of Historic Places in 1974. Pierce sold all rights in the company in 1907, and he died three years later. In 1908, Pierce Motor Company was renamed The Pierce-Arrow Motor Car Company.

Hood ornament of a 1919 roadster

In 1909 US President William Howard Taft ordered two Pierce-Arrows (and two White Model M Tourers) to be used for state occasions, the first official cars of the White House.

The Pierce-Arrow’s engine capacity started as 11.7 L and later was 13.5 L. In 1910 Pierce dropped the rest of its 4-cylinder models and focused exclusively on 6-cylinder cars. The model 6-36, 6-48, and 6-66 continued for the next decade. Starting in 1918, Pierce-Arrow adopted a four-valve per cylinder T-head inline-six engine (Dual Valve Six), one of the few, if only, multi-valve flathead design engines ever made.

In 1910 George N. Pierce died. In 1912 Herbert M. Dawley (later a Broadway actor-director) joined Pierce-Arrow, and designed almost every model until 1938. Up until 1914, Pierce-Arrow also made a line of motorcycles including the Pierce Four.

1919 Pierce-Arrow advertisement; ads for the cars in early years were understated and artistic, and did not discuss details about the cars

In 1914 Pierce-Arrow adopted its most enduring styling hallmark when its headlights were moved from a traditional placement on either side of the radiator into flared housings molded into the front fenders of the car. This gave the car an immediately visible distinction from the front and from either side. At night, the car appeared to have a wider stance. Pierce patented this placement, which endured until the final model of 1938, although Pierce always offered the customer the option of conventional headlamps. Only a minority ordered the option. A restored 1919 Pierce-Arrow is on display at the Woodrow Wilson Presidential Library. An open-bodied Pierce-Arrow carried Woodrow Wilson and Warren G. Harding to Harding’s 1921 inauguration.

The Pierce-Arrow was a status symbol, owned by many Hollywood stars and tycoons. Most of the royalty of the world had at least one Pierce-Arrow in its collection. Some have described Pierce and two of its rivals among American luxury cars, Peerless and Packard, as the “Three P’s of Motordom.” Industrial efficiency expert Frank Gilbreth extolled the virtues of Pierce-Arrow, in both quality and in its ability to safely transport his large family. Its wheelbase was 12 ft 3 in (3.73 m). Actor Sessue Hayakawa (Bridge on the River Kwai) famously drove a custom ordered gold plated Pierce-Arrow as a status symbol which angered American families and instilled disdain towards Asian males due to his extravagant lifestyle and romances, which resulted in negative stereotypes of Asian men.

Pierce-Arrow advertisements were artistic and understated. Unusual for car advertising, the image of the car was in the background rather than the foreground of the picture. Usually only part of the car was visible. The Pierce-Arrow was typically depicted in elegant and fashionable settings. Some advertisements featured the car in places a car would not normally go, such as the West and other rural settings, a testament to the car’s ruggedness and quality.

Several second-hand Pierce-Arrow cars were bought by fire departments, stripped down to the chassis and engine, the wheelbase lengthened, and built back into fire engines. Some of these fire engines were in service for up to 20 years.

1928–1933

In 1928, the Studebaker Corporation of South Bend, Indiana, gained control of the Buffalo firm. The association was to last for five years, with moderate benefits to both companies’ engineering departments, which continued to function as separate entities. Pierce-Arrow also gained a dealer network, as the cars were sold through Studebaker dealerships. Under Studebaker ownership Pierce-Arrow retired the venerable 6-cylinder engine and in 1929 introduced an L-head [straight-eight engine], which displaced 366 cubic inches.

1933 Silver Arrow and the end of the line

Main article: Pierce Silver Arrow

In 1933, Pierce-Arrow unveiled the radically streamlined Silver Arrow in a final attempt to appeal to the wealthy at the New York Auto Show. The car was well received by the public and the motoring press, being announced with the slogan “Suddenly it’s 1940!” Pierce sold five examples but, since it was priced at $10,000 during the worst of the Depression, the rich were hesitant to spend so much. The bodies were built at Studebaker, which subsequently assisted in rolling out a lower-priced production model. This, however, lacked many luxury features of the show car and still failed to generate enough sales.

Starting in 1936 Pierce-Arrow produced a line of camper-trailers, the Pierce-Arrow Travelodge. They also produced a new V-12 sedan that was redesigned and considered the safest and most luxurious sedan back then.

The Rio Grande Southern Railroad converted five Pierce-Arrow automobiles (and a couple of Buicks) into motorized railcars, effectively buses and trucks on rail wheels. The nickname Galloping Goose was soon applied to these vehicles, based on their waddling motion and honking horn. All still survive.

Pierce was the only luxury brand that did not field a lower-priced car (e.g., the Packard 120) to provide cash flow, and without sales or funds for development, the company declared insolvency in 1938 and closed its doors. The final Pierce-Arrow assembled was built by Karl Wise, the firm’s chief engineer, from parts secured from the company’s receivers. Pierce’s remaining assets (which probably would include the forty Arrows made in October 1938) were sold at auction on Friday, May 13, 1938.

The factory equipment used to make Pierce-Arrow V-12 engines was bought by Seagrave Fire Apparatus, which used it to make engines for fire engines.

The name

In 2006, a group of classic car enthusiasts from Switzerland applied the name to a 10 L, 24-cylinder car designed by Luigi Colani. According to their website, the company intends to revive the Pierce-Arrow car in the form of a Pierce Silver Arrow II.

A 1911 Pierce-Arrow advertisement,Syracuse Post-Standard, 18 March 1910

A 1912 Pierce-Arrow advertisement,Syracuse Journal, 12 April 1910

Gallery

1911 Pierce-Arrow Five-ton Truck
1911 Pierce Fourmotorcycle
1915 Touring Car, Salt Lake City, Utah
Pierce-Arrow vehicles Model 48-B-5 7-Passenger Touring 1919
1929 Pierce Arrow
Pierce-Arrow
1930 Pierce-Arrow Model B Dual-Cowl Phaeton
1934 Pierce-Arrow 840A Convertible
1934 Pierce-Arrow 840A Coupe

1915 Pierce-Arrow Company of Buffalo

Roosevelt

#####THAT’s IT#####

Gebr. VAN GOG Buscompany Capelle a d IJssel The Netherlands 1923-1967(74)

The Bus Company

Gebr. Van Gog

to Capelle aan den IJssel, also known as Mutual (Onderlinge Auto Omnibus Maatschappij) Car Omnibus society (O. A. O. M), is a former Dutch public transport company, which was active from 1923 to 1967 independently in the regional transport per bus in the area between Rotterdam and Gouda and in the tourist transport .

History

The company was founded in 1923 by brothers Wim and Leen Van Gog, who started a regular service between Rotterdam and Gouda. In the same year came a scheduled service between Rotterdam and came at Seven houses (Zevenhuizen) and also their brothers Klaas and Arie at the firm. In the early years was Van Gog a fully family owned, but when the passenger numbers grew, more staff came in. In 1934 the line Rotterdam- Nieuwerkerk aan den IJssel through the ‘s-Gravenweg retrieved from the NV Car Omnibus society “the Star” in Rotterdam, which had driven here since 1922. Between 1940 and 1944 became part of Gogs line’s services shut down because of the advancement of the fleet during the German occupation. In 1944 the activities were entirely discontinued until after the liberation .

In 1948 closed the company in to the car transport Coordination Foundation People (c.a.p.). This partnership of eleven small private bus companies in South Holland and Utrecht was founded to defend themselves against the influence of the(Nederlandse Spoorwegen) Dutch railways, which through a network of subsidiaries an increasing proportion of the local bus transport in Dutch hands. Already in 1947 had NS in vain placed a bid on the company of van Gog.

In the 1950s and 1960s took the transport on the lines of van Gog strongly, especially because Capelle aan den IJssel became a commuter village for Rotterdam. There were also lines at and the buses went more often than drive. Despite protests from van Gog got also the suburban company RET a concession for a bus line to the Capelse Means watering (Middelwatering) new housing estate.

In 1962 the company was converted into a public limited company, with all shares owned by the family van Gog. The name o. a. o. M was then no longer used. The owners, however, came on age and successors within the family were not. The profitability came under pressure because the (staff) costs ballooned, whereas the Central Government still hesitated about granting of subsidies to public transport. As a result, the company could not continue on the old foot and it was decided to sell.

Velez was the first member of the c.a.p. Foundation that allowed himself to take over by a NS- Citosa daughter, namely to the Boskoop. The shares were transferred on 1 October 1967 and pulled the family van Gog back. As Of FCA’s bus services NV until 1 January 1974 the company still continued to exist as a subsidiary of Citosa, starting from 1 January 1969 the Netherlands (WestNederland) of his successor. From 1969 to 1974 were also the city bus services were transferred to the Netherlands of Gouda, which by c.a.p.-participant van Eldik, operated under the name of Gog.

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van Gog 08 Particuliere busonderneming Gebr. van Gog, dienst Zevenhuizen-Rotterdam, Bus 8, Volvo B 95 uitvoering B Werkspoor, H 36433

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van-gog-56a-volvo-56-1956

van-gog-57

van-gog-57a-volvo-1957

van-gog-59-oorspronkelijke-kleuren-links-de-59-en-rechts-de-49-rotterdam-cs-1962

van-gog-59

van-gog-60c-volvo-60-1958

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van-gog-67

van-gog-67-57-66-65-1965-volvos

van-gog-70-volvo-1968

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van-gog-74-volvo-1965

van-gog-77a-volvo-1960

van-gog-82b-1962-volvo

van-gog-86c-1963-volvo

van-gog-92a-volvo-1963

This is what I could find about van Gog

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SUPERIOR Coach Company Ohio USA

Superior Coach Company

Superior Coach was once a school bus body and professional car manufacturer, but today it focuses on building hearses and is located in Lima in Allen County, Ohio.

History

Garford Motor Truck Company – logo 1912

Russian WWI Garford-Putilov armoured car based on Garford truck 1912

Garford Motor Truck Company

In 1909, the Garford Motor Truck Company was established in Elyria, Ohio, a small town 30 miles outside Cleveland.

By June 1912, the company was awarded a lucrative contract with the United States Post Office. The first order called for 11 trucks; the following for 20 trucks, for a total of 31 trucks. “This is very significant of the practical efficiency of this most advanced commercial car.” The post office had experimented for two years “with practically every truck made.” They tried not only all the leading American trucks but the foreign trucks as well. The test resulted in the Garford being awarded first honors. The Garford proved to be the most practical truck under all conditions.

Truck of Garford 4×4 Motor Truck Company 1916

Garford Motor Truck Company 1912

Superior Coach

ord Motor Truck Company

In 1909, the Garford Motor Truck Company was established in Elyria, Ohio, a small town 30 miles outside Cleveland.

By June 1912, the company was awarded a lucrative contract with the United States Post Office. The first order called for 11 trucks; the following for 20 trucks, for a total of 31 trucks. “This is very significant of the practical efficiency of this most advanced commercial car.” The post office had experimented for two years “with practically every truck made.” They tried not only all the leading American trucks but the foreign trucks as well. The test resulted in the Garford being awarded first honors. The Garford proved to be the most practical truck under all conditions.

Superior Body Company

In 1925, the company changed its name to the Superior Body Company and moved its operations to Lima, Ohio, where it occupied a new plant housing a large manufacturing facility and administrative offices. The company diversified, introducing a line of hearse and ambulance bodies (known as professional cars and becoming a major producer of school bus bodies for the U.S. and Canada as well as export markets. For its professional-car platforms, Superior signed an agreement with Studebaker, thus gaining instant access to some 3000 dealers and Studebaker’s chassis engineering. The company saw continuing success for several years and, on the strength of this arrangement, rose to a prominent position in the professional-car business; by 1930 Superior and Studebaker had the only complete line of professional cars in the North American market. In 1938, having achieved success and having established a dealer network of its own, Superior left the partnership with Studebaker and began building bodies on General Motors platforms.

Superior Coach Company

The company changed its name to Superior Coach Company in 1940. And the years that followed saw hearses styled on Cadillac, LaSalle and Pontiac chassis. By 1949, the company had added Chrysler, DeSoto and Dodge chassis to its funeral coach line, offering customers a smaller investment and lower overhead. School bus bodies were built primarily on Chevrolet/GM, Dodge, Ford, and International Harvester truck chassis. In 1951 the Lima facility was expanded and a new facility in Kosciusko, Mississippi was dedicated.

Sheller-Globe Corporation

In 1969, Superior Coach Company was acquired by an industrial conglomerate and auto parts maker, the Toledo, Ohio-based Sheller-Globe Corporation. The 1977 model year saw a major downsizing in the automobile chassis used for the professional car business. The ambulance sector switched to larger vehicles based upon van, cutaway van chassis, and truck chassis. The watershed year of 1977 also brought new Federal Motor Vehicle Safety Standards-(FMVSS) for school buses built after April 1, which increased both costs and engineering challenges. In addition to higher costs, at the same time, a downturn in North American school bus purchase volumes began as the children of the Baby Boom completed their elementary and secondary educations.

By 1980, Superior was one of the “Big Six” school bus body manufacturing companies in the United States, competing with Blue Bird Body Company, Carpenter Body Company, Thomas Built Buses, Inc., Ward Body Company, and Wayne Corporation, as well as Gillig Corporation and Crown Coach Corporation (manufacturers which traded primarily on the West Coast). Bidding competition for reduced volumes became devastating to profits and even liquidity. In 1979, Ward declared bankruptcy, reorganizing as AmTran the following year which later became IC Bus.

Faced with these challenges, industry over-capacity among school bus manufacturers, and the loss of ambulance business in the professional car sector, Sheller-Globe Corporation liquidated its Superior-related investments in late 1980, and portions of its assets were sold.

1950s-supercruiser

1964-superior-3100-5200

1964-superior-3100-5200-gmc

1964-superior-5000-op-bedford

1964-superior-international harvester-saigon

1964-superior-traveler-colombia

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1964-superior-traveler-venezuela

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1967-superior-series-usa-10-67.

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1972-superior-international harvester

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superior-usa

Eckland Bros

Studebaker

CARPENTER Body Company Indiana USA 1919-2001

Carpenter Body Company

Carpenter Industries, Inc.
Carpenter: The Safest Link Between Home and School.
Industry	Vehicle Manufacturing
Fate	Dissolved by parent company
Founded	1919
Founders	Ralph H. Carpenter
Defunct	2001
Headquarters	Mitchell, Indiana (1919-1995) Richmond, Indiana (1995-2001)
Area served	North America
Products	School buses Transit buses Step vans
Employees	700+ (1997)
Parent	Spartan Motors (1998-2001)
Website	http://crownbycarpenter.com/(archived version)

Carpenter Body Company, also known over the years as the Ralph H. Carpenter Body Company, Carpenter Body Works, Inc., Carpenter Manufacturing Company, Carpenter Industries, Inc., and Crown By Carpenter, was a bus body manufacturer based in Mitchell, Indiana, United States. The majority of Carpenter bodies were used for school buses.

Founded in 1919, Carpenter produced its first bus in 1923. Carpenter’s post-World War II success would lead it to become one of the “Big Six” major manufacturers of school buses in North America. After years of declining market share, Carpenter was closed in 2001 by its parent company, Spartan Motors.

http://myntransportblog.com/2014/01/27/buses-trucks-firerescue-crown-usa/

History

Foundation

1955 Carpenter school bus with GMC chassis.

Carpenter was founded in Mitchell, Indiana in 1919 by Ralph H. Carpenter, a blacksmith by trade. He began his career building hauling wagons for two cement factories located near his southern Indiana hometown of Bloomington. As his business grew, he began to expand into building horse-drawn “kid hacks” with wooden benches to transport children to school. As horse-drawn wagons became obsolete, he adapted wagon bodies for automobile chassis. Carpenter’s first true school bus was built in 1923. The first stop arms used on these buses were in the shape of a clenched fist with the index finger painted red. A combination of steel and wood replaced all-wood construction, and in 1935, a change to all-steel construction was made.

1950s-1980: Reconstruction and Expansion

1960s Carpenter school bus with GMC chassis.

On March 12, 1956, a fire broke out inside Carpenter’s Mitchell manufacturing plant. The plant was mostly destroyed. With the help of factory workers, the factory was rebuilt and expanded in just 89 days. During the reconstruction, some workers worked without pay until later compensated.

Throughout the next twenty years, the business prospered and Carpenter became one of the “big six” major school bus body builders in the United States, competing directly against Blue Bird, Superior, Thomas, Ward, and Wayne.

1980s-1995: Bankruptcy and Dr. Beurt SerVaas

An early 1990s Carpenter Classic conventional school bus with Ford chassis.

SchoolBus Carpenter Ledgemere Transportation

A mid-1990s Carpenter Classic conventional school bus with International 3800 chassis.

As the 1970s turned into the 1980s, a critical factor affecting school bus manufacturing was declining student populations; the baby boomer generation that had attended schools for the past 25 years were now on the verge of all completing their secondary education. Overcapacity and lowered demand in an bus manufacturing industry was coupled with the unstable economy of the time. The company unsuccessfully attempted to diversify into the small transit bus market. By mid-decade, Carpenter had entered into Chapter 11 bankruptcy. Salvation came to the company in the form of an Indianapolis-based industrialist, Dr. Beurt SerVaas, who led a refinancing and revitalization program to attempt to restore the role of Carpenter in the national school bus market. Major concessions came from the labor force and production of school buses continued.

During the 1980s, Carpenter would also make major updates to its product lineup. Carpenter’s conventional-style school bus (the Classic) underwent body revisions in 1984 and 1986. While the Cadet Type B was one of the first small school buses (introduced in 1969), it was not until mid-decade that the company developed a Type A school bus (the Clipper, later the Classmate), the last among major manufacturers. The Corsair transit-style school bus, in production since the 1960s, was retired and replaced with the Cavalier. In 1991, the Cavalier was replaced by the Counselor FE and the Coach RE; the latter marked the beginning of the relationship of Carpenter with Spartan Motors.

Early in the 1990s, the company gained an additional Type A bus as Carpenter began to distribute single rear-wheel buses manufactured by Quebec-based manufacturer Les Enterprises Michel Corbeil.

Crown Coach acquisition

Crown Supercoach II, a design acquired by Carpenter.

In May 1991, Carpenter purchased the tooling and product rights of Crown Coach, a California-based manufacturer that had closed its doors two months prior. The original intent of the company was to restart production of the Crown Supercoach Series II under the Carpenter name, but the complexity of its unibody construction proved too expensive for mass production. Introduced in 1989, the Series II had been the most updated bus from Crown Coach in 40 years.

While Carpenter would shelve the Supercoach II as a whole, it did not go unnoticed. A number of elements were carried over for the bus that was brought to market in its place. Introduced for 1992, the Carpenter Coach RE (Rear Engine) also served as the replacement for the long-running Corsair. Far more modern than its predecessor, the Coach featured a Spartan Motors chassis. In 1994, the Coach was replaced by a rear-engined version of Counselor.

1996-1999: Crown By Carpenter

CrownInternational by Carpenter Conventional

Crown by Carpenter business logo

As part of the 1991 purchase of the Crown Coach intellectual property, Carpenter inherited the rights to the Crown brand name. While the Crown-influenced Coach RE was not a success (its production lasting from 1992 to 1993), Carpenter used the Crown brand name in the late 1990s in an attempt to re-brand itself. Starting in 1996, all Carpenter buses were sold under the brand “Crown by Carpenter”.

In 1996, Carpenter leased the former Wayne plant at Richmond, Indiana, relocating from its aged facilities in Mitchell. During this transition, Carpenter revised the body design of all of its buses. The changes included a new roof design with single-piece roof bows and revised rubrails (full-length upper rubrails). The Wayne Lifeguard would donate some of its parts to the Crown Classic, including its windshield, entry door, and driver’s switch panel.

Crown By Carpenter sold a lineup of two Type A buses (Classmate SW/DW), one Type B bus (the Cadet), one Type C bus (the Classic), and two Type D buses (FE/RE, dropping the Counselor name).

At the new location, Carpenter had the advantage of an established team. Both the leadership and workforce based at Richmond included a number of veterans of the former Wayne operations. As such, they brought considerable experience and knowledge of the plant and industry to the effort. In adapting to the equipment at the Richmond plant, a change to the techniques of welding the roof joints from the procedures used before at Mitchell would later prove vital in excluding Crown by Carpenter products from containing a crucial structural flaw. That situation was not envisioned by anyone then and would only become an issue nearly a decade in the future.

One innovation that Carpenter introduced during this period was a change to the design of its “Crown RE”, mounted on a Spartan Motors chassis. The Crown RE was the first rear-engine school bus to feature an option of a conventional rear emergency door instead of an emergency exit window typical on rear-engine school buses. To make this possible, the floor was slanted up in the last few rows in order to gain height over the engine compartment. Crown by Carpenter also produced a delivery truck loosely derived from its “Cadet” Type B school bus line.

In 1998, Carpenter was sold to Spartan Motors, a Michigan-based manufacturer of chassis for fire apparatus and high-end recreational vehicles. Starting in the early 1990s with the Coach RE, Spartan had gained entry into the school bus industry through Carpenter; a prototype built for Wayne Wheeled Vehicles never saw production. Nevertheless, major outside forces still to be faced were a supply of suitable chassis and the overcapacity of the body industry.

1999-2001: Carpenter’s name revision and final years

Final Carpenter logo (late 1999-2001)

After four years, Carpenter had decided to phase out the Crown name in favor of a return to just Carpenter. The company pared the product line from six buses down to two, as the company decided to focus its energy on full-size buses.

In late 1999, Carpenter unveiled a new model series to their line called Classic 2000. The Classic 2000 series, a Type C conventional, featured an overall body redesign, including an entirely new driver’s area (based even more upon the Wayne Lifeguard), as well as new rub rail mounts, a fully vertical rear body, larger rear emergency exit doors, and new roof caps. The Chancellor FE, a front-engine transit, featured all of the structural changes of the Classic 2000.

Carpenter Chancellor RE

Intended as the flagship of the new Carpenter product lineup, the 2001 Chancellor RE rear-engine Type D (transit-style) school bus was built on a Spartan Motors chassis. Its chassis featured full air-ride suspension and double frame rails for a ride similar to a motorcoach; a flat floor inside the bus was created from the double frame as well as from the fitment of smaller-diameter wheels (19″ vs. the standard 22.5″). Unlike its Crown RE predecessor, the Chancellor RE did not feature an option for a rear emergency door, opting instead for a window emergency exit traditionally seen on rear-engine school buses.

The combination of the Spartan Motors chassis with the Carpenter Chancellor body resembled (in some aspects) the massive workhorses built in California by Crown and Gillig in years past, many of which stayed in served for 25 years or longer. Only a single prototype was completed with a second bare chassis intended for display purposes. From all reports, the Chancellor was well-received, incorporating many components and features long desired by school bus operating and maintenance personnel.

In the context of the school bus industry, the Spartan Motors chassis was in reality a premium option, incorporating many of the features long sought in a school bus. However, there were several downsides to this approach which proved fatal to the effort. As one might reasonably anticipate, the extra durability came with added cost. Also, Spartan had been serving lower quantity and higher margin markets for similar products used for high-end Class A motor homes as well as fire and rescue apparatus. Although Spartan had entered the school bus market through supplying Carpenter (for nearly a decade), their production facilities were not geared up to produce a large volume under low pricing pressures, even though their products would have proved more durable in the long run. As such, Carpenter was no longer able to compete with AmTran, Blue Bird, or Thomas on price.

This was a familiar dilemma, the same one which earlier had helped seal the fate of the Crown and Gillig coaches on the West Coast, as well as the entry of competitor Blue Bird into the mass-transit market during the 1970s. It was also similar to the situation which faced HARSCO BMY (parent company of Wayne Wheeled Vehicles) operation some years earlier, where a lesser quantity of higher quality products (at a correspondingly higher price) had also been the plant’s historical output.

Closure

A Carpenter “Classic 2000” conventional school bus viewed close up

Carpenter had been struggling for almost 20 years when it ended school bus production in 2001. During the economic times around the millennium, lower initial capital costs seemed to trump longevity as a selling factor. When it was time for purchasing decisions, financially pressed districts and contractors tended to select lower-cost products with shorter life cycles. Spartan Motors, by then the ⅔ owner of the company, did not see a solution to the market dilemma and felt the projected continued losses would exceed the value to their business plan, voted to end its venture.

Epilogue: Structural Issues

Carpenter New Life Christian Fellowship Biddeford

A late 1980s Carpenter school bus on an International chassis, now in use as a church bus.

On March 20, 2003 in Alachua County, Florida, an 83-passenger Carpenter school bus rolled over onto its roof, causing the roof to collapse down to the seat level. At the time, no passengers were on board and the driver survived the accident. Later inspection of the vehicle revealed numerous broken and defective welds in the roof and pillar structure.

Inspections of Carpenter school buses in various parts of the country revealed cracked and broken welds in the roof structures. The problem was not confined to Florida where it was first found. It was determined that the defective welds could cause the roof to collapse in the event of a rollover. Not all Carpenter buses had the broken or cracked welds. The problem was confined to buses built at the Mitchell plant prior to its closing in late 1995.

Normally, the National Highway Traffic Safety Administration (NHTSA) would have conducted a full-scale investigation and if a defect determination were made, would have ordered the manufacturer to conduct a safety recall. However, since Carpenter was no longer in business, there was no one that NHTSA could hold accountable to develop a remedy for this problem.

However, NHTSA was concerned about this problem, and issued several advisories regarding certain Carpenter buses. NHTSA has indicated that virtually all of the production of Carpenter and Crown branded products from the Mitchell plant could potentially have the same flaw. Due to differences in construction techniques, Crown by Carpenter and Carpenter buses built at the Richmond plant from 1996 to 2001 were not included in several advisories issued. The School Bus Information Council offered additional information about Carpenter buses and the NHSTA advisory.

Products

Carpenter produced a product lineup of both small and full-size buses. Like other school bus manufacturers, the company also produced commercial, shuttle, and transit bus derivatives of their school bus designs. The Carpenter Cadet, introduced in 1969, was one of the first Type B school buses; during the Crown by Carpenter era, a modified version of the Cadet was marketed as a delivery van.

With the exception of “Classic”, its Type C conventional and “Coach”, its Type D rear-engine transit style (influenced by Crown Coach), most Carpenter school buses derived their model names from themes in education (Classmate, Cadet, Counselor, Chancellor) while many transit-style Carpenters derived their model names from common team names (Corsair, Cavalier).

Carpenter Bus at Smithsonian Institution

A 1936 Carpenter school bus, built on a Dodge chassis, on display at the National Museum of American History.

The Smithsonian Institution‘s National Museum of American History in Washington, DC has a thirty-six passenger school bus built by Carpenter Body Works in 1936 on a chassis made by Dodge in 1939. The bus carried students to the grade school in Martinsburg, Indiana from 1940 to 1946, and was owned and driven by Russell Bishop during that period. It was later used as a traveling grocery store until 1962.

The bus has a streamlined steel body painted double-deep or “Omaha” orange with black trim. It was restored by Carpenter in the early 1980s under the supervision of Ollie Eager, who was Carpenter’s plant manager in 1936, and John Foddrill, who worked in the Carpenter plant in 1936. The bus has replacement seats that do not match the originals exactly. The originals were black upholstery.

1920 Carpenters E Durham

PENNOCK ‘s Gravenhage The Netherlands 1886 – 1954

Pennock

Pennock was een Nederlandse fabrikant van rollend materieel en carrosseriebouwer, gevestigd in Den Haag van 1886 tot 1954. De fabriek was gevestigd aan het Bleijenburg, later aan de Binckhorstlaan en nog later aan de Weteringkade.

Geschiedenis

Voorgeschiedenis

Zadelmaker Johannes Boon had een bedrijf in Rijswijk (Zuid-Holland). Hij fabriceerde hier ook koffers en rijtuigen. Hij overleed in 1877. Zijn weduwe zette de zaak voort en nam Johannes Jacobus Pennock Lzn. (geb. 4 augustus 1849 te Dordrecht) in dienst, van beroep rijtuig- en zadelmaker. Deze kreeg de technische leiding. Het bedrijf heette daarna de Koninklijke Nederlandsche Fabriek van Rijtuigen en Tramwegrijtuigen J. Boon (KNFRT) en ging voortaan ook paardentramrijtuigen bouwen. In 1883 werd het bedrijf omgezet in een naamloze vennootschap onder de naam Nederlandsche Fabriek van Rijtuigen en Tramwegrijtuigen (NFRT). Dit bedrijf kreeg twee directeuren: Pennock en Haije, maar in 1884 verliet Pennock het bedrijf en werd Haije tot enige directeur benoemd. Pennock verhuisde naar Den Haag en verbond zich aan de rijtuigfabriek van Jacob van den Bergh aan het Bleijenburg, die hij in 1886 onder eigen naam voortzette. De NFRT ging eind 1886 in liquidatie, maar Pennock ging in Den Haag ook stoomtramrijtuigen bouwen.

Pennock

Pennock bouwde carrosserieën voor zowel tramrijtuigen als personenauto‘s, vrachtauto‘s en autobussen. O.a. voor de Haagsche Tramweg-Maatschappij bouwde hij paardentrammaterieel en later autobussen. Aan de Stoomtramweg-Maatschappij Oostelijk Groningen werden veel goederenwagons geleverd en ook bouwde Pennock zeven elektrische tram motorwagens voor de Twentsche Electrische Tramweg Maatschappij.

Pennock heeft rond 1900 een stoom omnibus gebouwd die een half jaar gereden heeft tussen Den Haag en Wassenaar en daarna nog korte tijd rond Papendrecht. De ervaringen met dit voertuig waren niet zodanig dat men hiermee is doorgaan. Ook zou Pennock in diezelfde periode een eigen auto ontwikkeld hebben, maar dat bleek te berusten op een misverstand: deze auto was geregistreerd als Pennock, maar was gebouwd op een chassis van Mors. Personenauto’s werden gebouwd op basis van chassis’ van onder meer Delahaye, Lagonda, Austin, Minerva en Armstrong Siddeley. Tijdens de Tweede Wereldoorlog bouwde Pennock carrosserieën voor de Story (een elektrisch aangedreven wagentje).

Autobussen werden gebouwd op chassis’ van onder meer Scemia en Studebaker. Ondanks de goede ervaringen met de Scemia besloot de HTM in 1926 toch niet over te gaan op nieuw materieel van dit merk, maar over te stappen op het Belgische Minerva. De HTM droeg de levering van de Minerva’s op aan de Amsterdamsche Rijtuig Maatschappij (ARM), die de complete bussen leverde onder eigen naam, maar de bouw van de carrosserieën uitbesteedde aan Pennock.

In later jaren heeft de HTM weer een beroep gedaan op Pennock, toen na de bevrijding bussen moesten worden aangepast en zelfs wrakken herbouwd moesten worden.

In 1949 kreeg op het Scheveningse Concours van Koetswerken een Pennock Healey de prijs voor het beste Nederlandse koetswerk. Pennock leverde in 1952 een Austin Sheerline (Princess)aan het Nederlandse Koninklijk Huis. Men had rond deze tijd al veel moeite het hoofd boven water te houden en in 1954, na het overlijden van de laatste directeur Pennock, werd het bedrijf geliquideerd.

Na de opheffing

In het fabrieksgebouw aan de Weteringkade vestigde zich daarna de bussenbouwer König, die echter met het oorspronkelijke bedrijf Pennock niets te maken had. Wel gebruikte hij materialen en werktuigen van Pennock die tot de overgenomen inboedel van het pand behoorden. Ook nam hij personeel van Pennock in dienst en noemde hij zijn bedrijf aanvankelijk Carrosseriefabriek König v/h Pennock. Al begin jaren zestig werd de fabriek gesloten.

Pennock

Carrosseriefabriek P.J. Pennock & Zonen was established in 1898 in The Hague by Johannes Jacobus Leonarduszoon Pennock. It became one of the largest coachbuilders in the Netherlands. The firm built various coachworks for public transport vehicles and trucks, but also both bespoke bodies for individual clients and series-built styles like convertibles, often on higher-priced chassis from the USA and France. In their haydays they created many beautiful bodies on the chassis of brands like Delahaye, Lagonda, Talbot-Lago, Austin, Minerva and Armstrong Siddeley.

Pennock is especially well known for their ‘un-Dutch’ flamboyant designs on Delahayes. After World War II, the Dutch government encouraged coachbuilding for export, and a number of prestige chassis, especially Delahayes, were imported for that purpose. Delahaye had no in-house coachworks, so all their chassis were bodied by independents, who created some of their most attractive designs on the Type 135. One of them was commissioned by Prince Bernard of The Netherlands. His wife, Queen Juliana had also commissioned a special car, a stretched Austin Sheerline Double Convertible Town Car.

Pennock closed its doors in 1953

Extra INFO // New Information.

De omroep was hard getroffen door de oorlog.

Van de 5 reportagewagens waren er nog 2 over

De NCRV wagen had de oorlog overleeft.

Verder waren op de Diamond T de antraciet Gasgenerator gebruikt, waardoor de motoren, de banden en verder ook alles in slechte staat waren. Verder was een wagen door de Nederlandse Omroep weggegeven voor oorlogs verslaggeving en is later gebruikt, net als twee andere wagens als vluchtauto op Dolle dinsdag. Wel kreeg de Omroep een Opel Biltz die door de Duiters was gebruikt bij Stalinggrad en bij de invasie in Normandie. Helaas zijn bij deze acties veel collega’s dood geschoten, waaronder een chauffeur van net 23 jaar..

Na de oorlog was duidelijk dat niet iedere Omroep zijn eigen wagen meer kon hebben. Het was financieel niet haalbaar. De Nederlandsche Radio Unie werd opgericht om studio’s ,wagens en materiaal te beheren . Met veel pijn en moeite kocht de NRU 5 chassis in (1949) Diamond T – 4 voor de grote omroepen en een voor de Wereld Omroep . Ze werden ingericht als Reportagewagen met opname ter plekke 3 waren voor zien van plaatsnijmachine een een al met Bandrecorder. Deze werden in 1949 gelanceerd aan Garage Spoorstraat in Hilversum. Ze kregen 4 vaste chauffeurs. De carrosserie werd gemaakt door Pennock te Den Haag en Technisch werden ze ingericht door de NRU.

In 1950 kwamen er door de Marshal hulp nog 4 wagens beschikbaar als Lijnwagen waren en 6 koffers apparatuur beschikbaar voor live uitzendingen 3 voor de omroepen en 1 voor de WO die een andere kleur had. Gemaakt door de NSF in 1935. De Carrosserie werd gemaakt door LITH in Rotterdam. Het Chassis was Diamond T voorzien van grote sticker op de zijkant . Technisch ingericht door de NRU. Ze hebben dienst gedaan tot 1958-1959 met ongeveer 250.000 km op de teller.

1950 Diamond T Reportagewagens van de diverse Omroepen aangesloten bij de NRU. De wagens hadden een carroserie van Lith te Rotterdam

1949 Diamond T Reportagewagen van de NRU voor het AVRO gebouw met carroserie van Pennock ‘s Gravenhage

Met hartelijke dank aan Eric van Dijk voor de toegezonden info.

Buses bodybuilder MAES Belgium

MAES

Belgium

1947 Maes DiamondT België

1947 Maes Liberty B

1947 Maes Studebaker België

1948 Maes Berliet B

1948 Maes Citroën B

1948 Maes Citroën interieur B

1948 Maes Mack B

1948 Maes Reo B

1948 Maes Studebaker B

1948 Maes Volvo B

1949 Maes Chevrolet B

1949 Maes Reo B

1950 Maes Pallieter 3 B

1951 Maes Brossel B

1951 Maes Delahaye B

It is a pitty that the tramsportmuseum Belgium does not excist anymore. So I can’t say more about MAES Busbuilders

Buses bodybuilders AUTOKORI OY —- OY DELTA PLAN AB Turku Finland

AUTOKORI OY

Bus bodies were built in Turku already in the late 1920s. Two body building factories – “Nieminen body factory” (later known as Turun Autokoritehdas) at Tehtaankatu and a vehicle equipment factory “G.W.Wulff Ajokalutehdas” at Itäinenkatu – produced bodies, and competition between these two factories was quite tough.

1936 Autokori Oy perustettiin vuonna

After the Great Depression, the demand for buses increased remarkably and three bus company owners Verner Arvela, Emil Heikkilä and Volmar Mäkinen decided to join forces and start their own body manufacturing factory in 1935.

Turun Autokoritehdas

This is regarded as the start of the company. The official date of establishing the new factory is February the 1^st 1936. The company was named Autokori Oy. The facilities were rented from the Turku City Administration and were situated in the fields of Pispala, which is today known as the Ikituuri suburban.

1939

“Chevrolet 157”. Matkustajaluku 20. Turun autorakenne Oy, 20.1.1934

“Diamond 311.C”. Matkustajaluku 27. Turun autokorirakenne Oy, 26.10.1935.

During the war the factory was involved in producing orders for the Finnish Defense Forces. After the war, the country experienced a serious lack of buses, but the sudden demand couldn’t immediately be satisfied, as the factory also experienced a lack of chassis and components for the production.

1934 Autokori Oy n REO 1D

1938 Autokori Oy, 10.2.1938. International D.30 173

1938 Autokori oy n Mercedes Benz OP 3750

1938 Autokori Oy Sisu SB 10

1938 Studebaker S.K.20.B-001. Matkustajaluku 31. Autokori Oy.

1938 Volvo LV 84 Bus

1938 Volvo LV.84.B. Matkustajaluku 24. Autokori Oy, 26.9.1938

1938 SISU SH-7 i104655

“Opel 183 (Blitz)” Matkustajaluku 26. Autokori Oy, 10.2.1938.

In 1950, Autokori rented a site in Itäharju. A new factory was established there and in August 1951 the whole body production was moved from Pispala to Itäharju. At the bus exhibition in Helsinki 1955 the company’s bus was awarded a gold medal for its steel reinforced wooden body.

1957 Autokori Oy Airisto

The first steel based body was manufactured by Autokori in 1957, and from April 1960 onwards steel was the base material for all the bodies. The most popular body models at the time were the Airisto and the Aura.

AURA

New ideas started to grow in the company in 1964 with the introduction of new ownership in form of an engineer, Aimo Laukka. It was in these times the production started to speed up and the annual volumes started to increase. Before Laukka, the annual production was 40-45 bodies, but already in 1965 Autokori manufactured a total amount of 83 bodies. The company started to sell products outside of Finland, and the first buses to be exported were delivered to Sweden in 1966. In 1969, the annual production capacity was 129 bodies, of which an amount of 19 were delivered to foreign customers.

This are not all buses from Autokori Oy, but from the same period and from scandinavian karosseri fabrike

OY DELTA PLAN AB

In the late 1960s, a new site was bought in Nuolemo, Lieto. A decision to build a new factory was made and the body production moved to the new site in 1973. Simultaneously, the company name was changed from Autokori Oy to Oy Delta Plan Ab and the new Delta body models were introduced. The export market continued to expand and the first bused to Norway and Iceland were manufactured in the 1970s. In 1976 the company made a record in the volume of produced bodies as the total amount of completed units rose to 246. 77 of these buses were delivered to the export market. The company’s buses were also awarded more prizes at many international exhibitions, including an exhibition in France.

After five years of operations in Lieto, the factory became inadequate and new facilities were acquired in Yliskulma, Lieto. The former dairy facility had already been used for metal industry for some years. The chief Supervisor of the factory, Mr Helmer Forsman, was a very creative manager who invented various special machinery and tools for body production. The roofmaking tool that Forsman invented is still in use.

The year 1979 was very significant for Delta Plan. The company acquired the assets of Erikoiskori Oy, a special vehicle factory in Iisalmi. The purpose was to add production of fire engines to the product range. However, only one fire engine unit was built and Iisalmi became the production facility for short buses. During 1980 an amount of 186 bus bodies were produced.

The prototype of the Delta Star – model was completed and this model participated in an exhibition in Nice during the autumn in 1981.

In January 1982 Oy Delta Plan Ab was sold to Ajokki Oy and the 18 year long career of engineer Aimo Laukka in the head of Delta Plan ended. The company continued its growth and a new model, Delta Superstar, was introduced in 1983. The same year, the model was exhibited at the Nice Salon with great success. Annual production was 173 units. 59 buses were delivered to export market.

The 50th anniversary of the company was celebrated in August 1985. In the same year the most popular body model of the company, Delta Star, was introduced. Shortly after the Delta star 50 model was completed, some new models were launched including the doubledecked Jumbostar and the smaller coach Delta Star 30.

CARRUS OY

In 1986, Ilmari Mustonen, the owner of Wiima Oy bought Ajokki and Delta Plan. The production at this time was 171 bodies of which 96 were exported. In 1988, the products included models like the Star 301, Star 501, Superstar and Jumbostar. In 1989 the company changed its name to Carrus Oy. Consequently, the Lieto factory got the name Carrus Oy Delta.

In 1991 the body frame material was changed to stainless steel, and Carrus Stainless was used as the base material in all the bodies manufactured by Carrus factories. In the mid 1990s, the Carrus Oy Delta body models were completely updated taking into account new safety requirements for modern bus bodies. The new models were named the Star 602, Star 502 and the Star 302.

The Turku factory is known for innovative solutions proved by the many body models introduced. Also, an own passenger seat was developed during the 1990s.

VOLVO BUS FINLAND OY

In 1997, a new page was turned in the company’s history as the company was sold by Ilmari Mustonen to Volvo Bussar AB, and Carrus became a subsidiary for Volvo.

In these times the factory experienced significant growth in international relations and today there are still several bus models which have been developed at the Lieto factory that are manufactured today by Volvo in countries like Mexico, Poland and India.

The name Carrus Oy Delta was changed to Volvo Bus Finland Oy Turku in June 2004. In the year 2004 185 buses were produced at the Lieto factory.

CARRUS DELTA OY

The last drastic change happened in 2008, when the company operations were transferred back to Finnish ownership. The traditional company name was restored, which lives on today. This is the story of Carrus Delta Oy.

Buses Bodybuilders INCASEL Brasil till 1984 then COMIL takes over Incasel

carrocerias INCASEL Brasil

There were a lot of models:

Incasel Micro Ônibus Rodoviaro the building started so round 1942

Incasel Continental Diplomata the building was from 1955 till 1960

1959 Incasel de Caxias do Sul Continental Diplomata imagem

Incasel Bi Campeao Rodoviara Super Luxo from 1960 till 1966

1964 Incasel Bi-Campeão Rodoviário Super Luxo Scania B75

1966 Incasel Rodoviário Mercedes-Benz LP 331

Incasel Continental from 1965 till 1978

1965 Incasel Continental imagem 80

1967 Incasel Continental MB

1969 Incasel Continental ônibus antigo

1970 carroceria Incasel Continental, chassi Mercedes-Benz LPO-1113

1970 carroceria Incasel Continental, chassi Mercedes-Benz LPO-34

1974 carroceria Incasel Continental, chassi Mercedes-Benz LP-1113

1976 Incasel Continental I MB L-1113

1976 Incasel Continental II Intermunicipal Mercedes-Benz LPO-1113

1978-84 Incasel Continental MB LP-321

Incasel Belveder from 1971 till 1977

1971 Incasel Belveder

1971 Mercedes bens – Comprado da Expresso Forquilhinha – Carroceria INCASEL Belveder

Incasel RT from 1951 till 1979

1958 da Santo Antônio Turismo (frontal de caminhão) e um Incasel (chassi Mercedes-Benz) (motor Chevrolet)

1977 Carroceria Incasel RT, chassi Mercedes-Benz LPO-1113

Incasel Ponei from 1954 till 1979

1961 Incasel Ponei Bus

1971 Incasel Ponei MLB 1313

1975 incasel-ponei-bus

Incasel Minuano from 1979 till 1984

1979 Incasel Minuano MB OH 1313 305

1979-84 Incasel Minuano Scania K112CL

1979-84 incasel minuano

Incasel Jumbo from 1972 till 1984

1979-84 INCASEL RJ 122.063 JUMBO

Incasel Cisne from 1971 till 1984

1971 Mercedes-Benz LPO 1313 – Incasel Cisne (en Paraguay)

1972 carroceria Incasel Cisne, chassi Mercedes-Benz OF-1313

1973 Incasel Cisne

1974 Incasel Cisne MB OF-1313

1976 M BENZ – INCASEL CISNE DESENHO BUS BRASIL

1978 Mercedes Benz OF 1313 Incasel Cisne Urbano

1980 Cisne Mercedes Benz OF-1314 Incasel

1980 Incasel Cisne1982 Incasel Cisne MB LPO-1113

1982 Mercedes-Benz LPO 1313 – Incasel Cisne (en Paraguay) – Conquistador

1985 MB 1313 ÔNIBUS Incasel Cisne

Incasel Cisne Intermunicipal from 1978 till 1984

Incasel Delta from 1981 till 1984

1983 Incasel (Corrigindo, é um Incasel Delta), MBB O-355

Incasel Columbia 1983 till 1984

1984 Incasel Columbia

FLXIBLE Ambulances and Hearses II

FLXIBLE Ambulances en Hearses II

1947-Buick-Roadmaster-Ambulance

1949 Ambulance Buick Dynaflow-Flxible

1949 Ambulance Flxible Buick Combination

1949 Flxible Buick

1950 Ambulance Buick Roadmaster Combination Flxible

1950 Buick Flxible Amb

1951 Ambulance Flxible Buick

1955 Buick Ambulance (Visser) NL

1959 Buick Flxible advertisement

1959 Buick Flxible Premier Ambulance-Hearse

1959 Buick Flxible Premier Ambulance

1960 1961 1962 Buick Flxible Ambulance Photo

1960 Ambulance Buick Premier by Flxible

1960 Buick Flxible Ambulance

1960-Flx-Buick-Ambulance

1961 Buick Flxible Ambulance Hearse

1963 Flxible Buick Ambulance

1964 Buick Flxible AMBULANCE

1964 Buick Flxible red ambulance

1965 Buick Flxible Limousine Style Ambulance

ambulance 189 pontiac flxible

Buick Flxible Ambulances Picture

ambulances 60′s

buick flxible ambulance

buick flxible ambulance NL

Buick Flxible Combi Ambulance & Hearse

Buick FLXIBLE Ambulance

Buick Flxible Ambulance

Flxible Buick Ambulance

Flxible Buick Ambulance Friendship

Flxible Buick Ambulance Pre war

Flxible Buick Ambulance

1927 Buick Flxible Hearse

1927 Buick Master Flxible Hearse Ambulance

1928 buick flxible

1929 Argentinian Buick Flxible hearse (Cadillac)

1929 Argentinian Buick Flxible hearse

1930 Buick Flxible Hearse

1935 Buick Flxible hearse

1937 Buick Hearse

1937 Flxible Buick Hearse

1937 Buick Hearse

1938 Flxible Buick Hearse

1938 Flxible Buick Hearses

Hearses 1938

1939 Flxible Buick Coach

1942 Buick Flxible Hearse

1942 Flxible Buick Hearse

1947 Buick Flxible Roadmaster Hearse

1950 Buick Flxible Hearse in Nocona Don Baird

1950 Flxible Hearse Ad

1952 Flxible Buick Hearse

1959 Buick Flxette and Flxible Premiere hearses

1959 Buick Flxible Combination

1959 Buick Flxible hearse

1959 Buick Flxible Premier Landau Hearse

1959 Flxette limousine – Buick

1959 Flxible Buick

1960 Buick LeSabre Flxible Hearse

1960 Buick Service-Car by Flxible hearse

1960 Flxible buick electra hearse

1960 flxible buick

1961 Buick Flxible

1962 Flxette landau – Buick

1963 Buick Flxible Hearse

1963 Buick Flxible hearse

1964 Buick Flxible Hearse

1964 buick riviera flxible

Buick Flxible

Buick Flxible Combi

Buick Flxible

Flxible Buick Super

flxible-flxette-11

Buick Flxible Spain

FINITO

Filed Under: AMBULANCES, Bodybuilder, Buick, Cadillac, Chevrolet, Flxible, Hearses, La Salle, Miller, Pontiac, Studebaker, USA, Visser

Buses, Coachbuilders, Hearses, Ambulances FLXIBLE Ohio USA

Flxible

A 1987 Flxible Metro-B, owned by WMATA Metrobus, parked in Washington, D.C.

The Flxible Co. (originally the Flexible Sidecar Company) was an American manufacturer of motorcycle sidecars, funeral cars, ambulances, intercity coachesand transit buses, based in the U.S. state of Ohio. It was founded in 1913 and closed in 1996.

Flxible 1963 Buick hearse conversion

History

In 1913, Hugo H. Young and Carl F. Dudte founded the Flexible Sidecar Co. in Loudonville, Ohio, to manufacture motorcycle sidecars with a flexible mounting to the motorcycle. The flexible mounting allowed the sidecar to lean on corners along with the motorcycle, and was based on a design patented by Young.

In 1919, the company’s name was changed to The Flxible Co. (still pronounced “flexible”) so that the name could be registered as a trademark.

After low-priced automobiles became available in the 1920s, the motorcycle sidecar demand dropped and in 1924, Flxible turned to production of funeral cars (hearses), and ambulances, which were primarily manufactured on Buick chassis, but also occasionally on Studebaker, Cadillac and REO chassis, and intercity buses, initially (1930s and early ’40s) built on GMC truck chassis, and powered with Buick Straight 8 engines.

1947 Flxible Clipper highway coach

In 1953, Flxible absorbed the bus-manufacturing portion of the Fageol Twin Coach Company, and accepted its first order for transit buses from the Chicago Transit Authority. In 1964, Flxible purchased Southern Coach Manufacturing Co. of Evergreen, Alabama, and built small transit buses at the former Southern Coach factory until 1976. Flxible was purchased by Rohr Industries in 1970, and a new factory and corporate headquarters were built in Delaware, Ohio, in 1974, with the original factory in Loudonville, Ohio, being used to manufacture parts and sub-assemblies. Flxible was sold to Grumman Corporation in 1978 and became known asGrumman Flxible. The name reverted to Flxible when Grumman sold the company in 1983 to General Automotive Corporation. In 1996, Flxible declared bankruptcy and its assets were auctioned. The last Flxible vehicles produced were eight 35 ft (11 m) CNG-fueled Metro buses that went to Monterey-Salinas Transitin Monterey, California. The former Flxible factory in Loudonville, Ohio, is now a bus maintenance facility for Motor Coach Industries, while the former factory in Delaware, Ohio, is now a parts facility for North American Bus Industries.

Production outside the United States

Mexican-made DINA Flxliner bus, in second-class service, berthed in the Silao, Guanajuato central terminal, 2006.

A Changjiang CJ6800G1QH bus in Beijing,China, showing the similarity to the Flxible Metro.

Flxible’s intercity buses were popular in Mexico and in Latin American countries. However, high import duties into these countries limited sales. In the early 1960s, Flxible began licensing a producer in Mexico, DINA S.A. (Diesel Nacional), to manufacture Flxible designed intercity coaches, and this continued until the late 1980s. In 1965 and 1966, Flxible also licensed its “New Look” transit bus design to Canadair Ltd., an aircraft manufacturer in Ville St-Laurent, Quebec.

In 1994, Flxible’s parent company, General Automotive Corporation, and three other American companies, Roger Penske, Mark IV Industries, and Carrier, entered into a joint venture with Changzhou Changjiang Bus, a Chinese manufacturer located in Changzhou, Jiangsu province, to produce buses based on the Flxible Metrodesign and with the Flxible name. The resulting company, China Flxible Auto Corporation,^{[citation needed]} manufactured buses in a variety of lengths, from 8 m (26 ft 3 in) to 11 m (36 ft 1 in). These buses, which include both front- and rear-engine designs, and share only their general exterior appearance with the American-built Flxibles, were sold to many transit operators in major Chinese cities, including Beijing and Shanghai. A trolleybus version was manufactured for just one operator, the Hangzhou trolleybus system, which bought a total of 77 between the late 1990s and 2001. However, for these vehicles, Changzhou Changjiang supplied the chassis and Metro-style bodies to the Hangzhou Changjiang Bus Company (in Hangzhou), and that company equipped them as trolleybuses.

Charles Kettering and General Motors

Charles F. Kettering

Charles Kettering, a Loudonville, Ohio native and vice president of General Motors, was closely associated with Flxible for almost the entire first half of the company’s existence. In 1914, Flxible was incorporated with the help of Kettering, who then became president of the company and joined the board of directors. Kettering provided significant funding for the company in its early years, particularly after 1916, when Kettering sold his firm, the Dayton Engineering Laboratories Company (Delco), to GM for $2.5 million. Kettering continued to serve as president of Flxible, until he became chairman of the board in 1940, a position he held until his death in 1958. After selling Delco to GM in 1916, Kettering organized and ran a research laboratory at GM, and by the 1950s, held the position of vice president at GM. As a result of Kettering’s close relationship with both GM and Flxible, many GM parts were used in the production of Flxible vehicles, particularly prior to GM’s 1943 purchase of Yellow Coach (a competing bus manufacturer, of which GM had been a majority owner since 1925). For example, most Flxible ambulances, hearses, and buses from the mid-1920s to the early-1940s were built on Buick chassis, and Flxible’s “Airway” model buses of the mid-1930s were built on a Chevrolet chassis.

1955 Flxible VistaLiner (VL100)

In 1958, and as a result of the consent decree from the 1956 anti-trust case, United States v. General Motors Corp., GM was mandated to sell their bus components, engines, and transmissions to other manufacturers, free of royalties. However, in the early 1950s and prior to the consent decree, Flxible built a small number of buses with GM diesel engines while Kettering still served on the board. It has been postulated that GM may have made its diesel engines available to Flxible to reduce the criticisms of GM’s business practices that some felt were monopolistic. The same has been said about GM’s decision in the 1960s and 1970s not to produce a 35 ft (11 m) “New Look” transit bus with an 8-cylinder engine. However, it is also possible that GM chose not to enter this market because the potential sales did not warrant the added costs of engineering and production. Another result of the consent decree (which was not settled in its entirety until 1965) was that GM was barred from having any of its officers or directors serve as an officer or director for any other bus manufacturing company. This provision would have applied to Kettering, had he not died in 1958.

870 frame problems

Main article: Flxible Metro#Litigation resulting

In the mid-1980s, several Grumman 870 buses operated by the New York City Transit Authority (NYCTA) developed cracks in their underframes. This prompted NYCTA President David Gunn to remove the entire fleet from service. Soon, several other companies reported cracked 870 frames. However, the frame issues primarily affected NYCTA 870s and not the 870s owned by the franchisees of the New York City Department of Transportation. NYCTA attempted to get the remainder of its pending order for new buses transferred to GM, but was barred from doing so unless they could prove that the 870s were flawed and unsafe. The buses were eventually returned to Flxible and resold to Queen City Metro and New Jersey Transit. Grumman blamed the problems with the NYCTA 870s on NYCTA’s maintenance practices, despite the fact that transit operations in Chicago, Washington, D.C., Houston, and Los Angeles had also reported problems with their 870s. Ironically, NYCTA ordered fifty Metros in 1995, but Flxible closed its doors while the order was being produced, and NYCTA obtained the remaining new buses from Orion.

Flxible Owners International

Clipper-era Flxible nose emblem

Flxible Owners International (see external link) was founded in the mid-1980s as an offshoot of the Family Motor Coach Association, and is dedicated to the preservation of buses and coaches produced by Flxible. The organization holds a rally in Loudonville biannually, in even-numbered years and normally in mid-July, where many preserved Flxible coaches and buses may be seen.

The majority of vehicles owned by members are of the Clipper series (Clipper, Visicoach, Starliner) that were produced from the 1930s until 1967. However, there are also quite a few “non-clipper” Flxible coaches that are owned, maintained, and operated by proud Flxible owners. This includes the Starliner, VL100 (VistaLiner), Hi Level, and Flxliner as well as some of the more modern transit buses. Most of these vehicles have been converted to motor homes; however, there are still a few examples of seated coaches belonging to members.

Products

A Unitrans Flxible New Look.

1925 Flxible Buick-Bus

1927 Flxible Bus

1930 Flxible in Hillsboro Road Garage Durham North Carolina

1932 FLXIBLE BUICK CHASSIS

1932 FLXible BUICK Flxible Parlor Coach body mounted on a 1932 Buick commercial chassis

1934 Flxible WoodFrame

1934 Flxible-Airway Ader Coach Lines 23

1937 Flxible 20-CL-78 MacKenzie Trailways 103 at Park Square Boston

1937 Flxible Chevrolet Clipper-Demo

1937 Flxible first Clipper Airway

1938 First al steel 1st clipper

1938 Flxible 29BR-38 Bowen Motor Coaches 401

1938 Flxible-Bus

1939 Flxible 29CR Clipper Tri-State Trailways 261

1941 Flxible 25-CR-41 1941

1941 Flxible All Steel Clipper

1941 Flxible-Clipper

1944 Flxible 29BR-44 Continental Bus System 580

1946 Flxible 29BR-46

1946 Flxible-Bus

1947 Flxible 29BR BZ-ShortLine RI-372

1947 Flxible 29BR-47 Capitol Bus Company 64

1947 Flxible 29BR-Airporter Demo

1947 Flxible 67360015

1947 Flxible Aerocoach Early bumper Trailways

1947 Flxible Airporter

1947 FLXible CARETATNYIAP

1947 Flxible Clipper (a-k-a an ‘Airporter’) CAREYAIRPORTER

1947 FlxIble special-maine-bus

1947 Flxible-Bus

1948 Flxible 288148

1948 FLXIBLE CLIPPER EARLY2

1948 Flxible-Bus

1949 flxible back-770234

1949 Flxible camper

1949 Flxible Bus

1953 Flxible Ad

1953 Flxible-Bus

1954 Flxible – Harran Transit of West Babylon, NY

1954 Flxible 218GM1-54-37SU Reading Transportation Co. 3706

1954-flxible-bus-10386

1955 Flxible 228JT1-55 Vistaliner P36

1955 Flxible VistaLiner (VL100)

1956 Flxible 228JT1 Flxible Factory Indianapolis

1956 Flxible 228JT1-56+PR

1956 Flxible 228JT1-56-37IC-AC Trailways of New England 904

1956 Flxible 228JT1-56-37IC-AC Trailways Travel Bureau Corp.906 Boston

1956 Flxible 228JT1-56-37IC-AC

1958 Flxible Clipper (ser# B58-1604-A) FLXAIRPORTER58

1958-Flxible-VL-100-“Diplomata”

1958 Flxible VL-100 Diplomata

1959 Flxible Twin Coach Model FT2P-40 FLXFT40CTA

1960 FLXible Clipper-RAY-1 ‘High Level Cruiser’

1961 Flxible 236DD1-Demo

1961 Flxible Flxliner Mountlassen

1961 FLXIBLE PLANT a Clipper, a transit and a ‘High Level Cruiser’

1962 Flxible Charter 1

1962 FLXIBLE CHICAGO SURFLINES Twin Coach Fageol

1962 Flxible Model F2D6V-401-1

1965 Flxible Starliner

1967 Flxible-Flxette

1972 Flxible Visicoach

1978-Flxible-45096-City-Transit-Bus-Rockford-Illinois-Transit-System

2007-Flxible-Vista-Liner-Beautifully-restored-GM-PD4501-Scenicruiser-Blytheville-from-1956

2010-Flxible-Rally-241

100 years Flxible

FlxIble-A-Coach

Flxible-Bus-conversion

Flxible-Badge-Comparison

Flxible-BusVDDW-Ned

1933-Holland-Coachcraft-Van

Fowler-Landliner-RV

1937-Hunt-House-Car

1962-Buick-prototype-RV

Flxible-Caravan

Flxible-Co.-Astraliner-Concept-Bus-For-Continental-Trailways-Dallas-Texas

Flxible-Comparison

flxible-custom-bus

Flxible-Grn-Custom-Coach

Flxible-inside

Flxible-Metro-Grumman-870

Flxible-RearVents

Flxible-New-Look

Flxible-Red-Bus

Flxible-Red-Custom-Coach

Flxible-Steering-Wheels

Flxible-Super

Flxible-Television-Mobile-Unit

flxible-new-look

Flxibles

ansair-flxible-clipper

1925-Flxible-Buick-Bus

1927-Flxible-Buick-Amb

1929-Flxible-Buick-Amb

1929-Flxible-Buick-Amb-int

1930-Flxible- Buick -Amb

1932-Flxible Buick-Amb

1933-Flxible Buick -Amb

1933-Flxible Buick-Pad Ziekenvervoer gevangenen

1935 Buick series 90 Flxible amb

1936-Flxible Buick-Amb-Hearse Com

1937-Ambulance-01-400Flxible Company, Flxible Coach, Buick

1938 Flxible Buick Sterling Ambulance CSV 14

1938 Flxible Buick Sterling Ambulance CSV15

1938-Flx-Amb-01-400 Buick

1938-Flxible Buick-Amb-CL-400

1939 Buick Flxible ambulance

1939 Buick Flxible Worlds Fair Ambulance

1940-Flxible-Buick-Amb

1947-Ambulance-Flxible-Buick

1947-Buick-Flxible-Premier-Ambulance

1947 Buick Roadmaster Ambulance

1947 Buick Special Flxible ambulance

1949-Ambulance-Buick-Dynaflow-Flxible

1949-Ambulance-Flxible-Buick-Combination

1950-Ambulance-Buick-Roadmaster-Combination-Flxible

1951 Ambulance Flxible Buick

1957 Buick Flxible Ambulance

1960 Ambulance Buick Premier by Flxible

1960-Flxette-limousine-Buick

1961-Flxette-landau-Buick

ansair-flxible-clipper-logo

finish

Filed Under: AMBULANCES, Buick, BUSES, Cadillac, Changijiang, Chevrolet, Classic Cars,Clipper, Coachbuilders, DINA, FAGEOL, Flxible, GMC, Grumman, Landau, MCI, METRO,Mexico, NABI, REO, Rohr, Studebaker, Trolleybuses, TWIN COACH, USA

Buses Body Company BENDER Cleveland Ohio USA

Bussen Bender Body’s Cleveland Ohio USA

Bender, opnieuw een busmerk uit de Verenigde Staten. Dit is een body bouwer die zowel de twintiger als de dertiger jaren van de vorige eeuw bussen gebouwd heeft. Niet alleen bussen, ook verlengde auto’s met behulp van Studebaker, ook lijkwagens, taxi’s en ambulances. Die komen allemaal later.

Bender White Model 50 – 25 Passenger 1923 National Yellowstone Park

Bender White 1925

Bender Rio Bus Ad 1926

Bender Body met White Six No. 54 motor van Parlor Chair Company Cleveland Ohio

Bender Bus 1927 Ad

Bender White 1928

Bender White 1929

Bender White 1930

Bender White 1931

Bender Body Co Cleveland OH Ad 1929

Bender White Indiana 14B Bender Transit Bus 1933

Bender White Open 1934

Bender bodied White Model 706 – 14 Passenger 1936 Yellowstone Park

Restoured 1937 Cadillac Model 75 Bender Bodied with a 156 inch wheelbase and a L-head V8 346 cubic inch engine (135 HP)

1937 Cadillac Model 75 Bender Bodied with a 156 inch wheelbase and a L-head V8 346 cubic inch engine (135 HP)

1938 Studebaker Bender Ambulance

1938 Studebaker Bender Hearse

1938StudeBender AMBU

1938WhiteBender1 Taxi Limo

1940 Studebaker Hearse

Bender White model 614 75hp overhead valve 6-cylinder White 3A engines, with
four-wheel
Lockheed hydraulic brakes and glassed-in Bender bodies. No351 1937

Bender Schoolbus 1937

Bender White Open 1937

Bender White 1938

Bender Schoolbus 1939

Bender Schoolbus 2 1939

Studebaker Bender 1940

Bender, Bussen, Studebaker, USA, Verleden, White

AMBULANCES + HEARSES part XVI on Alphabet beginning with S till T

Humber (car)

History

Cars

Aviation

Photographs

Main models

1930-1948 Humber Snipe

1930–35 Snipe 80

1936–37

1938–40

1940–45

1945–48

Humber Catalogue for 1930

1930-1967 Humber Pullman

Before World War II

After World War II

Imperial revival

1945-1967 Humber Hawk

Humber Hawk Mk I & II

Humber Hawk Mark III to V

Humber Hawk Mark VI and VIA

Humber Hawk Series I to IVA

1938-1967 Humber Super Snipe

Pre-war Super Snipe

Military operators

Super Snipe Mark I to III

Mk I

Mk II

Mk III

Mk IV

New Super Snipe Series I to V

Series I

Series II

Series III

Series IV

Series V

Humber Imperial

1963-1976 Humber Sceptre

MK I (1963 to 1965)

MK II (1965 to 1967)

MK III (1967 to 1976)

Use of the Sceptre name by Peugeot

Hillman Super Minx

Mark II

Mark III

Mark IV

Related models

Replacement

Humber catalogue for 1930

Surviving cars

See also

Sunbeam (car company)

Early history

First World War

Post-war

Rootes Group

Chrysler era

Electric cars – 2014

Products

Sunbeam Cars

Pre WWI

Inter-war years

Rootes Group Cars

Post WWII

1938-1948 Sunbeam-Talbot Ten

Sunbeam-Talbot 90

Sunbeam-Talbot 90 MkI 1948–1950

Sunbeam-Talbot 90 MkII 1950–1952

Sunbeam-Talbot 90 MkIIA 1952–1954

Sunbeam Mk III

1953-75 Sunbeam Alpine

Alpine Mark I and III

Alpine Series I to V

Series I 1959–1960

Series II 1962

Series III 1963–1964

Series IV 1964–1965

Series V 1965–1968

Competition