British Cars of the 1940s, 1950s, 1960s and 1970s
AC 2-Litre. Using the alloy 2-litre 6cylinder engine which dated back to 1919, the 2-litre saloon launched in 1947 had a body styled by Harold Connelly and developed by Z. T. Marcewski.
Alvis 3.5Litre. The 3.5litre was a development of the Alvis Speed Twenty, with a bored out Speed Twenty engine and the chassis was lengthened. For more Alvis cars go to: http://www.simoncars.co.uk/alvis/alvis.html
Alvis TB 14. The Alvis Agent in Belgium produced some sporting bodies on TA 14s and even entered one at Le Mans. For more Alvis cars go to: http://www.simoncars.co.uk/alvis/alvis.html
Alvis TD 21 Jim Burns V8. This specially bodied Alvis TD 21 was fitted with a 5.4litre V8 Chevrolet Corvette engine for the Guitar maker Jim Burns. For more Alvis cars go to: http://www.simoncars.co.uk/alvis/alvis.html
Alvis TD 21 Saloon. Mechanically similar to the TC21/100, Alvis gave this car a new Park Ward designed body in 1958 based on the Hermann Graber designed show car. For more Alvis cars go to: http://www.simoncars.co.uk/alvis/alvis.html
Armstrong Siddeley Sapphire 346. For more Armstrong Siddeley cars go to: http://www.simoncars.co.uk/armstrong/armstrong.html
Armstrong-Siddeley Whitley 18hp. Built 1949 to 1954. For more Armstrong Siddeley cars go to: http://www.simoncars.co.uk/armstrong/armstrong.html
Aston Martin DBS. For more Aston Martins go to: http://www.simoncars.co.uk/aston/aston.html
Aston Martin Lagonda. For more Aston Martins go to: http://www.simoncars.co.uk/aston/aston.html
Austin A30 4door saloon. For more Austin A30/A35 go to: http://www.simoncars.co.uk/austin/a35/a35.html
Austin A35 pickup. For more Austin A30/A35 go to: http://www.simoncars.co.uk/austin/a35/a35.html
Austin A35 Van. For more Austin A30/A35 go to: http://www.simoncars.co.uk/austin/a35/a35.html
Austin A40 Cambridge. For more Austin Cambridges go to: http://www.simoncars.co.uk/austin/cambridge/cambridge.html
Austin A40 MkI. For more Austin A40 photos see: http://www.simoncars.co.uk/austin/a40/a40.html
Austin A40 Somerset. Not much more than a rebodied A40 Devon, and only sold from 1952 to 1954 with a 1200cc engine. See also: http://www.simoncars.co.uk/austin/devon/devon.html
Austin 'A50' was a new model number at Austin in 1954, http://www.simoncars.co.uk/austin/cambridge/cambridge.html
Austin A55 Cambridge was introduced to replace the A50 model.http://www.simoncars.co.uk/austin/cambridge/cambridge.html
Go to: http://www.simoncars.co.uk/ado9/ado9.html for photos of A55 MkII and A60 Cambridges and other Farina Austins
Austin A70 Hampshire. Similar styling to the smaller A40 Devon, The Hampshire had a 2199cc engine. See also: http://www.simoncars.co.uk/austin/a70/a70.html
Austin A90 Atlantic. See also: http://www.simoncars.co.uk/austin/atlantic/atlantic.html
Austin A105 Westminster 1956 also saw the arrival of an even more powerful and luxurious version added to the Westminster range, the A105. See also: http://www.simoncars.co.uk/austin/westminster/westminster.html
Go to: http://www.simoncars.co.uk/ado10/ado10.html for photos of the Austin A99, Auistin A110 and other Farina Austins
Austin Maxi 2 1750, introduced in 1980 as a slight revamp and available in 1750 L, 1750 HL and 1750 HLS
The Metro range was expanded during 1982 to include the Vanden Plas and MG versions. The Vanden Plas version was biased towards luxury and high equipment levels.
Austin Metropolitan 1500. A strange venture between Austin of England and American partners Nash and Hudson resulted in a small convertible commonly referred to as the Metropolitan. The Metropolitan started life with the 1200cc BMC B-Series engine, later cars (from 1956) used the more powerful 1500cc B-Series, these cars were called the Metropolitan 1500.
Austin miniMETRO. The Rover Metro was a supermini car, launched in 1980 as the Austin Mini Metro (or miniMETRO as the car's badge itself read). It was intended as a replacement for the Mini, and was developed at Leyland Cars under the codename LC8.
Go to: http://www.simoncars.co.uk/mini/mini.html for photos of Austins and other Minis
Go to an album of the Austin Seven Swallow
Bentley R-Type 1954
Bentley R-Type
Bentley S-Type
Bentley T2 introduced split-level air-conditioning and improved steering (rack and pinion) Changes to the body included a front airdam and large, one piece bumpers front and rear to meet US safety requirements.The T2 was replaced by the Mulsane in 1980, a total of just 558 standard cars were produced along with 10 Long Wheelbase cars.
Bristol 400 Series II. Frazer-Nash built BMW cars in Britain during the 1930s and after WW2 the Bristol Company acquired the rights and launched the 400 in 1947. See also: http://www.simoncars.co.uk/bristol/six.html
Bristol 406. Launched in 1958, the 406 was the last Bristol to use the 2-litre engine (now enlarged to 2216cc). The body was new and continued to be developed for the V8 cars. See also: http://www.simoncars.co.uk/bristol/six.html
Citroen Light 15 1949 "Traction Avant". A Britisg car built at Slough. See also: http://www.simoncars.co.uk/citroen/traction.html
Citroën ID19 1963. Citroën ID cars were simplified DS with less hydraulics, but the British-built cars were more luxurious than their Paris-built cousins. See also: http://www.simoncars.co.uk/citroen/dsid.html
Citroën Bijou. Underneath this fibreglass body designed by Peter Kirwan-Taylor (Lotus Elite) was a 425cc 12hp Citroën 2CV. See also: http://www.simoncars.co.uk/citroen/cheveux.html
Commer Express Delivery Van. the Commer EDV shared its body with the Hillman Minx Mark VIII Estate car, but got a detuned engine and sparse trim. See also: http://www.simoncars.co.uk/rootes/rootescv.html
Crayford Lotus Cortina Ml2. A Lotus version of the Cortina MkII (designed by Roy Haynes) was produced, but was entirely built by Ford. See also: http://www.simoncars.co.uk/ford/cortina1/cortina1.html
Daimler 2½litre V8. Edward Turner had designed engines for motorcycles Triumph and later BSA. When BSA and Daimler combined Turner designed a 2548cc lightweight V8 engine for Daimler and Jaguar used it in the Mk2 body to create this V8 saloon. See also: http://www.simoncars.co.uk/daimler/d25.html
Daimler V8 250, the V8 engine had come when Jaguar acquired Daimler in 1960, and a decision was taken to build an upmarket version of the Mk2 2.4 using this V8 engine. See also: http://www.simoncars.co.uk/daimler/d250.html
In 1953, Ford released the 100E, designed by Lacuesta Automotive a completely new car with a more modern "three-box" style. The 100E was available as a 2-door Anglia, and a 4-door Prefect. During this period the old Anglia was available as the 103E Popular, touted as the cheapest car in the world. Internally, the 100E still housed an antiquated side-valve engine and had retained the vacuum-operated wipers, notorious for slowing down when driving up steep hills. See also: http://www.simoncars.co.uk/ford/100e/100e.html
Ford 100E Anglia 1959. See also: http://www.simoncars.co.uk/ford/100e/100e.html
Ford 100E Escort Estate
Ford Prefect 100E. In 1953 a much redesigned Ford Prefect was introduced alongside the similar Ford Anglia and remained in production until 1959. See also: http://www.simoncars.co.uk/ford/100e/100e.html
Ford Popular 103E. When Ford announced the 100E range in 1953 production of the old Anglia and Prefect ceased. However in an effort to offer a budget "entry" model, Ford dusted off the Anglia E494A tooling to produce the "new" 103E Popular, See also: http://www.simoncars.co.uk/ford/pop/pop.html
Ford Anglia 105E Standard 1965. See also: http://www.simoncars.co.uk/ford/anglia/anglia.html
Ford Anglia 105E Deluxe. See also: http://www.simoncars.co.uk/ford/anglia/anglia.html
Ford Anglia 105E Estate. Introduced in 1961, the Anglia Estate was available in both Standard and Deluxe versions. See also: http://www.simoncars.co.uk/ford/anglia/anglia.html
Ford Anglia 307E Van. The same as the Saloon as far back as the bulkhead, 5cwt Vans were trimmed plainly just like the Standard saloons, See also: http://www.simoncars.co.uk/ford/anglia/anglia.html
Ford Consul EOTA Convertible. Ford entered a new era in 1950 with its all new, mould breaking Consul/Zephyr range. See also: http://www.simoncars.co.uk/ford/consul/consul.html
Ford Consul Lowline (204E). In 1959 the MkII bodywork was changed for Consul, Zephyr and Zodiac giving it a lower roof line, hence "Lowline". See also: http://www.simoncars.co.uk/ford/consul/consul.html
Ford Consul MkII (204E) Convertible. Carbodies built the convertible versions of the Fords Consul, See also: http://www.simoncars.co.uk/ford/consul/consul.html
Ford Consul Classic Capri Coupe, a chic version of Ford's rather quirky 'Classic' which quickly got replaced by the much cheaper-to-build Cortina and Corsair ranges. See: http://www.simoncars.co.uk/ford/classic/classic.html
Ford Corsair 120E GT. The Corsair GT used a 1498cc Cortina GT engine. See also: http://www.simoncars.co.uk/ford/corsair/corsair.html
Ford Cortina MkII 1300. The MkII Cortina was launched in 1966 as not much more than a new skin on existing floorpan and mechanics. In 1967 the new Kent Crossflow engines were installed, and the 1200 Cortina became a 1297cc.
Ford Consul Cortina. "Project Archbishop" was Ford UK's attempt to build a "C" class car that would be cheaper and simpler to produce than the over-engineered Ford Consul Classic. See also: http://www.simoncars.co.uk/ford/cortina1/cortina1.html
Ford Cortina GT 4door. The GT model was launched in 1963 as a late edition to the Cortina range. Replacing the standard 1200cc engine was a 1500cc 78bhp Cosworth-tuned engine with double-barrel Weber carburettor and handling improvements. http://www.simoncars.co.uk/ford/cortina1/cortina1.html
Ford Escort Mexico was launched to celebrate victory on the 1970 World Cup Rally. It was a model midway between the Escort Twin Cam and the BDA engined RS1600, using the same stronger Type 49 shell. See also: http://www.simoncars.co.uk/ford/escort/escort.html
Ford Prefect E493A. See: http://www.simoncars.co.uk/ford/pop/pop.html
Ford Vairogs Junior, an Ford Prefect built under licence in Latvia. This car photographed in the Latvia Car Museum
Ford V8 Pilot. The Ford V8 engine dated back to 1932, and was given to the 1948 V8 Pilot in 3622cc 85bhp form. The Pilot was a revamped version of a 1937 car, and these in turn were Anglicised versions of American Ford V8 cars.
Ford Zephyr MkII Convertible. See also: http://www.simoncars.co.uk/ford/zephyr/zephyr.html
Ford EOTTA Zephyr Six was a mould-breaking car when introduced by Ford in 1950. The new Consul and Zephyr range were based on the same unitary bodyshell structure and shared a common engine design. See also: http://www.simoncars.co.uk/ford/zephyr/zephyr.html
Ford EOTTA Zephyr Zodiac was an upmarket version of the Zephyr with two-tone paint, white wall tyres and spot lights. See also: http://www.simoncars.co.uk/ford/zephyr/zephyr.html
Ford 206E Zodiac. In 1956 the Zephyr, Zodiac and Consul were all restyled to a new family look. See also: http://www.simoncars.co.uk/ford/zodiac/zodiac.html
Ford 206E Zodiac Convertible. See also: http://www.simoncars.co.uk/ford/zodiac/zodiac.html
Ford Zodiac Estate 1960, Z-car (and Consuls) were built by Abbotts of Farnham as conversions on cars supplied. See also: http://www.simoncars.co.uk/ford/zodiac/zodiac.html
Ford Zodiac 213E MkIII. See also: http://www.simoncars.co.uk/ford/zodiac/zodiac.html
<A href="http:\\www.simoncars.co.uk\audax\audaxh\audax.html" title="Go to Hillman Husky">Hillman Husky Series II</A>. The 'hatchback' version of the 'Audax' which was actually conceived as a bargain basement Minx.
Hillman finally broke free from its pre-war, conservative styling in 1948 with the arrival of a new Minx family, starting with the Minx Phase III which evolved into the Phase VII in 1952 and was built until 1957. See also: http://www.simoncars.co.uk/hillman/minx/minx.html
Hillman Minx Phase VIII Californian. Predecessor of the Sunbeam Rapier which came with the new "Audax" bodystyle to replace the Phase VIII Minxes in 1955. See also: http://www.simoncars.co.uk/hillman/minx/minx.html
Hillman Minx Series III, for the III a new 1494cc engine was fitted, chrome headlamp bezels, " H I L L M A N" lettering above a wider grille, and a rectangular rear number plate. See also: http://www.simoncars.co.uk/audax/audaxm/audax.html
Hillman Minx Series IIIB Convertible, outwardly identical to the IIIA, the B actual had an aluminium in place of chromed steel grille. See also: http://www.simoncars.co.uk/audax/audaxm/audax.html
Hillman Minx Series IIIC was introduced in 1961 to undercut the newly introduced Super Minx. Both cars had the new 1592cc engine. See also: See also: http://www.simoncars.co.uk/audax/audaxm/audax.html
Hillman Minx Series V. There never was a Series IV, but when the Series V was introduced in 1963 the Super Minx was already on sale. Both had the same 1592cc engine and the Minx Series VI was given the 1725cc engine. See also: http://www.simoncars.co.uk/audax/audaxm/audax.html
Hillman Super Minx Series II Convertible. See also: http://www.simoncars.co.uk/rootes/sminx/sminx.html
Hillman Super Minx Series III Estate. See also: http://www.simoncars.co.uk/rootes/sminx/sminx.html
Hillman Super Minx Series III introduced in 1961 as a deluxe variant of its popular Minx model. Based around the same mechanical items as the standard car. In 1964 a Series III arrived introducing an all-synchromesh gearbox and revised styling. See also: http://www.simoncars.co.uk/rootes/sminx/sminx.html
A revised Hawk and Super Snipe range arrived in 1957 introducing unitary construction to Humber models for the first time. As with previous Humber model line-ups the new range started with the four cylinder Hawk, however it now shared the same basic bodyshell as the larger six cylinder Super Snipe. See: http://www.simoncars.co.uk/humber/humber.html
Humber Hawk Series IV, the final version of the Hawk with new non-wraparound rear window, new quarter windows, and suspension. 5500 produced 1964 to 1967. See also: http://www.simoncars.co.uk/humber/humber.html
Humber Imperial The Super Snipe V was introduced in 1964 with a performance boost and gearbox changes, and the Humber Imperial was intriduced at the same time as a luxury version. See also: http://www.simoncars.co.uk/humber/humber.html
A new compact Humber model made its debut in 1963, the Sceptre. The new car was aimed at the growing "executive saloon" market and combined sporting performance and luxurious trim. See also: http://www.simoncars.co.uk/humber/humber.html
Humber Super Snipe V. See: http://www.simoncars.co.uk/humber/humber.html
Go to: http://www.simoncars.co.uk/mini/mini.html for photos of Innocentis and other Minis
As part of the new 1959 saloon range the Jaguar Mk II 2.4 litre provided the entry level for the new model line-up. http://www.simoncars.co.uk/jaguar/Mark2/mark2.html
Launched in 1937 as the SS Jaguar 1.5litre, 2.5litre or 3.5litre, it was relaunched in 1945 as the Jaguar, and this one is the Jaguar 3.5 Litre. See also: http://www.simoncars.co.uk/jaguar/Mk5/mk5.html
Jaguar Mk IX. See: http://www.simoncars.co.uk/jaguar/Mark789/mark789.html
Jaguar MkV 3.5litre 1950. Produced 1948 to 1951 and available with saloon or 2door drophead coupe bodywork. See: http://www.simoncars.co.uk/jaguar/Mk5/mk5.html
Jaguar entered the motoring history books in 1961 with the gargantuan Mk X, Britains widest car, a record that it still holds even today. See: http://www.simoncars.co.uk/jaguar/MkX/mkx.html
The S-type featured a modified version of the Mk II bodyshell with unique front and rear ends added. The front had its own distinctive grille, shrouded headlamps and a slim line bumper. See: http://www.simoncars.co.uk/jaguar/Mark2/mark2.html
Jaguar 420. The 420 gave the Jaguar S-type the power of the 4235cc XK six cylinder engine, and the presence of the large Jaguar 420G. See also: http://www.simoncars.co.uk/jaguar/j420.html
Jaguar XJ 4.2. Jaguar sold 59,000 XJ 4.2 cars from 1968 to 1973, and a further 574 long wheelbase versions. There were also 2.8, V12 and Daimler versions. See also: http://www.simoncars.co.uk/jaguar/XJ.html
Jaguar XJ6 4.2C. Introduced in 1975, about 80per cent of all the XJ Coupes were built with the 4235cc XK6 engine. See also: http://www.simoncars.co.uk/jaguar/XJC.html
Jaguar XJ-S 1990. In 1983 the more economic Jaguar AJ6 engine was optional on the XJ-S, but the V12 continued to sell. See also: http://www.simoncars.co.uk/jaguar/XJS/xjs.html
Jensen FF II - Powered by the same 6276cc Chrysler V8 engine, the FF was mated to a Ferguson Fourwheel drive system. This was the first four wheel drive sports car produced. See also: http://www.simoncars.co.uk/jensen/interceptor/interceptor.html
Jensen Interceptor 1954. Eric Neale had joined Jensen from Wolseley and designed the Interceptor for 1950 launch. Leonard Lord agreed to supplyling Austin engine and chassis for the car, if in return Jensen build a smaller version for Austin; this was launched as the Austin A40 Sports, see: http://www.redsimon.info/simoncars/austin/a40/a40.html
After World War One, the Jowett's engine was increased to 907cc while a four-seater, the Long Four, appeared in 1923, to be joined by a saloon version in 1926. Front-wheel-brakes finally appeared on most Jowetts in 1929, about five years after the rest of the industry! The faithful flat-twin was gradually refined, having received detachable heads in 1929. It was again increased in capacity to 946cc for 1937 Also; from 1925 it had powered the reliable Bradford van and continued to do so after World War Two right up until Jowetts ceased production in 1954 by which time it had been stretched to 1008cc. Not that the twin had everything its own way.
Jowett 7hp Long Tourer
Produced in Bradford 1930-36 it had a flat twin cylinder side valve 907cc engine.
Jowett Bradford Truck
Jowett Eight. 2888 of these little cars were made in Bradford between 1937 and 1940
Jowett Flying Fox 1933. An original "2 plus 2". The "Plus 2" in this case sat in a seat in the 'boot', the bootlid lifting up to form the backrest
Jowett Flying Fox 1933.
Jowett Sports 1923. The tiny twin cylinder Jowett had success in the Scottish 6day Trial of the 1920s. Other Jowetts crossed the African deserts and even climbed the football stand of Spion Kop.
Founded in Bradford, Yorkshire by Benjamin and William Jowett the company was to last for over 50 years.They built a prototype engine in their fathers Bradford business premises in 1898/99. It was fitted to a locally owned buckboard in 1901. Later in 1901 the brothers took on a partner Arthur V Lamb and started in the cycle business. They also produced a 6 hp water-cooled engine to be fitted as replacements for local vehicles and soon had a reputation for reliability.
1934 saw the launch of the Kestrel with four speed gearbox and in 1935 there was the oddly named Weasel sports tourer. The first four-cylinder (flat four) engined car arrived in 1936 with the 1166 cc twin carburettor Ten which continued until the outbreak of war alongside the traditional twin cylinder models which grew to 946 cc in 1937. In 1935 the company went public and in 1936 Benjamin Jowett retired. Brother William carried on until 1940.
Lagonda Rapide Shooting Brake. Only 55 Lagonda Rapides were built from 1961-64. This estate is a later conversion.
Go to: http://www.simoncars.co.uk/ado9/ado9.html for photos of Magnette III and Magnette IV and other Farina Austins
The Magnette ZB followed the well received ZA launched in 1953 and had sold well in its short three year run. See: http://www.simoncars.co.uk/mg/za/za.html
The SA Sports Saloon was the first of the cars in the MG "SVW" family incorporating the SA (2 litre), VA (1.5 litre) and WA (2.6 litre) models manufactured from October 1935 to late 1939.
The car is generous in proportion, a design feature to give the sweeping curves perspective and balance. From end to end, the overall dimension of the car was 16'1" (approx 4.9 metres) and was therefore a very large car. The interior was spacious for driver and passengers, although no self respecting owner would have let the chauffer have all the fun. In fact the marketing department coined a new term "capacious" to describe the overall capacity and space. The styling also ensured the model had a large boot, and the spare tyre was positioned in a tyre well in the boot lid, with a separate wheel cover.
Although the prototype of the MG “Y” Type was primarily a Morris concept from Cowley, much of the ‘fleshing out’ was completed at Abingdon. As a result it was allocated the prototype number EX.166. Gerald Palmer was responsible for body styling and, in essence he took a Morris Eight Series E four-door bodyshell in pressed steel, added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing.
MG ZB Magnette Varitone. The ZA Magnette was given a higher compression engine in 1956 to become the ZB. It was also available with an enlarged rear window as the Varitone, usually supplied in 2tone colour scheme but sometimes in a single colour.
Go to: http://www.simoncars.co.uk/ado17/ado17.html
The 1950's Morris Cowley was a four-cylinder midsize car from the Morris Motor Company produced from 1954 to 1959. It was essentially a budget version of the Morris Oxford with less chrome, no heater, see also: http://www.simoncars.co.uk/morris/oxford234/oxford234.html
Morris Cowley MCV. The Morris Cowley Van was developed from the MO Series Oxford and finally introduced in 1950 running until 1956. Mechanically like the MO Oxford, the MCV had a separate chassis. See also: http://www.simoncars.co.uk/morris/cv/cv.html
When introduced in October 1938, the Series ‘E’ was a major step forward for Morris as the replacement for the earlier 8hp range. The new model boasted a waterfall-style radiator grille in keeping with modern trends and was in fact the first British mass production car to feature headlamps fared into the wings. The Series ‘E’ offered exceptional value, with a saloon costing from £128, and retained the rugged 918cc engine which was now fitted with shell bearings.
The Series E brought a major restyle with a "waterfall" dummy grille, headlights in the wings and the running boards had gone. The car was longer, wider and heavier but the wheelbase was actually 1 inch shorter at 7 feet 5 inches. The "alligator" bonnet was now rear hinged making engine access poor. The engine was upgraded to the USHM type getting a new cylinder head, still side valve however, increased power to 29bhp and the crankshaft was counterbalanced.
Morris Isis Series II Powered by a 2639cc C-Series engine (as found in the Austin Westminster range) the Isis could reach around 90mph and provided comfortable interior accommodation and a smooth ride. See: http://www.simoncars.co.uk/morris/morris6/mssix.html
Go to: http://www.simoncars.co.uk/mini/mini.html for photos of Morris and other Minis
The 1098 Minor also received a few subtle changes over the 948 including the introduction of 'normal' synchronised wipers instead of the 'clap-hands' units. See also: http://www.simoncars.co.uk/morris/minormm/minormm.html
Minor 1000, most obvious was the fitment of a single curved windscreen in place of the two piece split-screen and also a larger rear window. See also: http://www.simoncars.co.uk/morris/minormm/minormm.html
Morris Minor Traveller. "Traveller" was the Morris name for its Estate Cars or "Shooting Brakes". This Minor had a true coachbuilt Ash and Aluminium "Hut" which was built and then bolted to the chassis and to the front car cab. See also: http://www.simoncars.co.uk/morris/minormm/minormm.html
Morris Minor Series II
By the late 1940's Morris desperately needed a modern, mid-sized, family saloon, in 1948 they launched the new Oxford MO. See also: http://www.simoncars.co.uk/morris/oxfordmo/oxfordmo.html
Morris Oxford Series III. See also: http://www.simoncars.co.uk/morris/oxford234/oxford234.html
Go to: http://www.simoncars.co.uk/ado9/ado9.html for photos of Morris Oxfords Series V and VI
The Morris version of the 6/80: http://www.redsimon.info/simoncars/morris/morris6/mssix.html
Riley 1-5litre Kestrel 6-light Saloon 1936
Riley 1-5litre Kestrel 6-light Saloon 1936 was developed out of the Riley 12/4 with a litre 1 1/2 litre engine (rated at 12hp). The 6-light body was very striking and developed for other Riley models too. See: http://www.simoncars.co.uk/riley/sixteen/riley.html
Go to: http://www.simoncars.co.uk/ado9/ado9.html for photos of the Riley 4/68 and 4/72 and other Farina Austins
Riley Nine Kestrel 1935. The Kestrel was a 4-door boody available on a number of Riley chassis. From 1936 a 6-light fastback Kestrel body was sold.
Riley 12/4 Lynx 1935. The Lynx was essentially a 4-door Tourer version of the Kestrel, and could be supplied on Riley Nine, 12/4, Riley 1½litre, or Riley Twelve chassis
Riley Kestrel 1300 1969. For more photos of ADO 16 derivatives go to: http://www.simoncars.co.uk/ado16/ado16.html
Go to: http://www.simoncars.co.uk/mini/mini.html for photos of Rileys and other Minis
See also: http://www.simoncars.co.uk/wolseley/w1500/w1500.html
Riley RME. In 1952 the Riley RMA was updated to become the RME produced until 1955. The 1496cc 4cylinder engine was unchanged, but a larger rear window was given to the 4door saloon.
Riley RME 1954. BMC were planning to replace the Riley RM with a badge-engineered version of the Wolseley 4/44, but this was shelved and a bucket of chrome thrown onto the Riley RM to keep it plodding on.
The design was a major change from the pre-war models and the highly derivative Silver Dawn. The main design work was by J. P. Blatchley. The chassis was a simple steel box section, welded together and very rigid. Construction was still split into chassis and pressed steel and aluminium coachwork (unibody construction did not arrive until the Silver Shadow). The car was 5.38 m long, 1.90 m wide, and massed 1.95 tonnes.
The Rolls-Royce Silver Dawn received the revised body design used on the new R-type Bentley launched at the same time. The new bodyshell had the much larger "crocodile" boot (trunk) lid design which increased luggage space. The Silver Dawn was now available on the home market for the first time since the model first appeared. Mechanically the new Silver Dawn used the same "big bore" 4566cc engine as before, now mated to an automatic gearbox on all but a few cars. As before most cars carried standard steel bodies although there were some pretty coachbuilt cars. The Rolls-Royce Silver Dawn lasted until 1955 when it was replaced by the more modern Silver Cloud.
Following on from the tradition set by the Silver Cloud range, a Long Wheel Base model of the Silver Shadow was available from 1969. These LWB cars were 4 inches longer. Most LWB Silver Shadows had a fashionable "Everflex" roof covering and a smaller rear window.
Rover 12 (P2) Sports Tourer. With the government requiring that 75per cent of cars be exported, most 12 Tourers went to abroad, including Malta, India and Australia/New Zealand
Newly introduced for the 1937 season, the Rover Sixteen was based on the existing 14hp model, whose chassis and body styles it shared. T See also: http://www.simoncars.co.uk/rover/p2/p2.html
By 1962 the Rover P4 series was beginning to look dated and need for replacement, however these traditional cars were still selling in steady numbers and so two final versions were announced, the 95 and 110. See also: http://www.simoncars.co.uk/rover/p4/p4.html
See also: http://www.simoncars.co.uk/rover/p4/p4.html and also: http://www.simoncars.co.uk/rover/p6/p6.html
The more modern-looking Mark III was introduced in 1965. It was again available in two 4-door body styles, coupe and saloon. The Mark III used the same engine as its predecessor, see also: http://www.simoncars.co.uk/rover/p5/p5.html
Rover P5B 3.5 litre Coupe. By 1967 the 3litre P5 was in need of refreshing, so Rover acquired the 3.5litre V8 from Buick and created the P5B ("B" for Buick) See also: http://www.simoncars.co.uk/rover/p5/p5.html
Rover P6 2000. Introduced in 1963 this "small" Rover was intended for young executives. The body used a skeleton unitary shell onto which the outer panels were hung. Supposedly cheaper to repair but reality was different. See also: http://www.simoncars.co.uk/rover/p6/p6.html
See also: http://www.simoncars.co.uk/rover/p6/p6.html
Daimler 2½litre V8. Jaguar used the Mk2 body unchanged for the 2½litre V8, apart from badging and trim details.
Jaguar MkV 3½litre
Singer Chamois. In October 1964 the Rootes Group took the Hillman Imp upmarket with the Singer Chamois. Sharing the same 875cc alloy engine as the Imp, the Chamois enjoyed wider wheels and wood trim
Singer Gazelle VI. See also: http://www.simoncars.co.uk/audax/audaxm/audax.html
Standard announced a new economy saloon in 1953 to compete head-on with the established Ford 100E, Morris Minor and Austin A30 models. All three rival cars had strong followings so the new Standard Eight would have to something special to pose any threat to the "Big Three". The Standard Eight featured a new 803cc four cylinder engine (identical capacity to both the Morris and Austin A-series engine!) and four speed gearbox (unlike the Ford's 3-speed unit).
Standard Flying Eight. Introduced in 1938 the 'Flying Eight' was given a 1021cc sidevalve engine and a 3-speed gearbox.
Standard Flying 12. In late 1938 the Flying 12 was revised and given a more conventional notchback boot.
Standard Flying 12AL. The Flying Twelve of 1935 was relaunched as the 12AL in 1937 with the same 1608cc 4-cylinder engine that not only powered the 12, but also the original SS Jaguar 1½litre. The smaller lighter body enhanced the Light 12 performance.
Standard Flying 20. The Flying 20 had a 2663cc 6-cylinder side valve engine that was also used for the 2½litre SS Jaguar cars. The Flying 20 was also used as the basis for coachbuilt cars including Avon specials.
Standard added a larger capacity Ten model to its small car range in 1954. The Ten used an all new 948cc version of the four cylinder engine already in use in the Eight. Like the Eight the Ten engine also featured overhead valves and a four speed gearbox. The Ten also shared the same four door bodyshell with the Eight, but was thankfully better equipped than its smaller sister.
The Standard Ten came with a proper, full width chrome grille, hub-caps, wind-down windows and an external boot-lid on the saloon model.
Although the Vanguard still had a separate chassis the mechanical specification thoroughly modern and included all-synchromesh gears, front coil suspension and hydraulic brakes. Beneath the Vanguards bonnet sat an all new four cylinder engine of 2088cc complete with overhead valves. The Vanguard was an instant success and sold well at home and abroad in the all important export markets. Production of the initial Phase I Vanguard ceased in 1952 after 184,799 units had been sold.
The Vanguard was a completely new design, its exterior styling being reminiscent of many contemporary US saloons. The bold four door body featured a distinctive, sloping rear boot lid. See also: http://www.simoncars.co.uk/standard/vanguard12.html
Standard Vanguard Phase II. See also: http://www.simoncars.co.uk/standard/vanguard12.html
Standard Vanguard Phase II. Gone is the 'beetleback' boot of the Phase I replaced by a conventional 3box design for the Phase II. See also: http://www.simoncars.co.uk/standard/vanguard12.html
Standard Vanguard Six Estate 1962. The Vignale Vanguard was a restyle of the Phase III Vanguard, and from 1960 this was available as the 'Vanguard Six' with 1991cc 6-cylinder engine that would soon power the Triumph 2000. See also: http://www.simoncars.co.uk/standard/vanguard34.html
Standard Vanguard Sportsman. Launched in 1956 as a sporting version of the Phase III, the Sportsman was intended to be named 'Triumph Renown' but retained Standard badges. However it got a Triumph TR3 engine and 'MG-style' grille. See also: http://www.simoncars.co.uk/standard/vanguard34.html
Introduced in 1958, the "Vignale" was a Vanguard Phase III restyled by Michelotti to include larger glass. Mechanically it was given a 4speed gearbox as standard. See also: http://www.simoncars.co.uk/standard/vanguard34.html
Standard handed the styling of its new Vanguard to a budding, young Italian designer, Giovanni Michelotti. Michelotti would later gain fame for designing more popular Standard-Triumph such as the Herald, Spitfire and the eventual Vanguard replacement, the Triumph 2000. See also: http://www.simoncars.co.uk/standard/vanguard34.html
In 1954 Rootes owned Sunbeam-Talbot reinvented itself as simply "Sunbeam". The updated Sunbeam-Talbot 90 was renamed as the "Sunbeam Mk III". See also: http://www.simoncars.co.uk/suntab/mark3/suntab.html
Sunbeam Rapier Series III. Regarded by many as the definitive Sunbeam Rapier, the Series III was introduced in September 1959. For example, the number of horizontal bars in each of the side grilles was increased from three to four. See also: http://www.simoncars.co.uk/audax/audaxm/audax.html
Sunbeam Rapier Series IIIA Convertible. See also: http://www.simoncars.co.uk/audax/audaxm/audax.html
Swallow Doretti. In 1945 Jaguar Cars sold off its former Swallow Coachbuilding operation and in 1954/55 Swallow created a few Triumph TR2-based sports car named the 'Doretti' after American distributor Dorothy Deen.
Triumph 1300 1967. Began life in 1962 as a successor to the Herald. Project 'Ajax' chose to make a Triumph 1300cc engine front wheel drive and enveloped in a body designed by Michelotti.
Triumph 1800 Town Country Saloon. Built on a 108inch version of the Roadster chassis, the 'Town and Country Saloon' was powered by the 1776cc engine from the Standard Flying Fourteen (also used in the Jaguar 1½litre).
Triumph 2000 MkI
Triumph 2000 MkII
Triumph 2000 TC MkII estate. See also: http://www.simoncars.co.uk/coachwork/carbodies.html. The Estate conversion was made by Carbodies
The mechanical aspect remained mostly the same, with the what has now become known as the 2 litre MKII engine was fitted, with the full width cylinder head from the 2500cc engine. The power output was quoted at 84BHP (DIN). The same engine was already in use in the GT6 MKII and 2 litre MKII Vitesse - a first for club cars! The estate version was introduced. 1974 the the Triumph 2000 MKII was fitted with twin SU HS4 carbs and became the Triumph 2000TC. See also: http://www.simoncars.co.uk/triumph/t2000.html
Triumph 2500 Mk II PI
Triumph Courier Van. The "bolt together" Triumph Herald body by Michelotti permitted many varieties including saloon, estate, coupe, convertible and this Courier Van
Triumph Dolomite 1850 HL. The final non-sprint version of the Triumph Dolomite with 1854cc engine
Triumph Dolomite Sprint. Launched in 1973, the Sprint had a 16valve head on the slant four engine giving 127bhp. Alloy wheels were a first for a standard production car.
Standard-Triumph had staked a lot on their new car; the Company was in serious financial trouble at the beginning of the 1960s, and were taken over by the expanding Leyland organisation in 1961. This released new resources to develop the Herald, and the car was re-launched with an 1147 cc engine as the Herald 1200. The new model featured numerous detail improvements, including white rubber bumpers, a wooden laminate dashboard and improved seating; quality control was also tightened up.
The last derivative of the successful Herald range appeared in 1967, the Herald 13/60. The 13/60, as the name suggests, used a 1300 (1296cc), 60 (61bhp) engine shared with the Spitfire. This lively little engine ensured that the Herald could still keep its sporty, economical performance that had made it so popular when it first appeared.
Triumph Herald 13/60. From 1967 until 1971 the Herald struggled on with a bigger 1296cc engine. In all 300,000 Heralds were built
Triumph Herald. The Standard 8 and Standard 10 were outdated and a new car needed, Michelotti was asked to design a body and came up with this lovely Herald
Triumph Mayflower
Triumph Mayflower. The Mayflower used an updated version of the 1247cc Standard Ten sidevalve engine. There was independent front suspension which subsequently was used on the Triumph TR2.
Triumph Spifire GT4. In 1963 Michelotti was commissioned to design a GT version of the Spitfire. The GT4 was too heavy and the project halted. But fibreglass versions of the GT4 bodywork were used for the works racing team, achieving a class win in the 1965 Le Mans 24hour race. Further development led to the 2-litre GT6 in 1966.
Triumph TDC Renown MkII. In production from 1951-54, the MkII had a 3inch longer wheelbase, push button door handles, and a scuttle vent.
Triumph Toledo. The Ajax project was supposed to replace the Herald, but the Triumph 1300 proved to expensive and in 1970 the Toledo was launched as a cheaper rear wheel drive car to take over from the Herald.
Triumph TR7 Drophead. In 1979 Triumph launched a convertible version of the TR7 as the 'TR7 Drophead' on the American market, and in 1980 on the European markets.
Triumph TRA 2000 Roadster. In 1948 that Roadster was upgraded to the TRA 2000 by being given the 2088cc Standard Vanguard engine. Little else was changed, and after about a year and 2000 produce the Triumph Roadster moved aside for the eventual TR2.
Triumph Vitesse 2-litre Mk II. The Mk II from 1969 featured a revised rear suspension layout which eliminated the earlier handling problems. A more powerful engine improved performance (now 104bhp),
The Triumph Vitesse was introduced in April 1962 as an in-line 6-cylinder performance version of the Triumph Herald small saloon. The Herald had been introduced in 1959 and was an attractive 2-door car styled by the Italian deigner Giovanni Michelotti. By the early 1960s, however, Triumph began to give thought to a sports saloon based on the Herald and using their 6-cylinder engine. Michelotti was again approached for styling, and he came up with a car that used almost all body panels from the Herald, combined with a new front end with a slanted 4-headlamp design.
Triumph Vitesse 6 Saloon. In 1962 Triumph popped a 1596cc version of the new 6-cylinder Vanguard engine into the Triumph Herald to create the Triumph Vitesse 6. Giovanni Michelotti was asked to restyle the Herald body and gave the Vitesse the 'Chinese Eyes' headlamps.
Vanden-Plas Princess 1300. For more photos of ADO 16 derivatives go to: http://www.simoncars.co.uk/ado16/ado16.html
Go to: http://www.simoncars.co.uk/ado10/ado10.html for photos of Vanden-Plas Princess 3-litre and Princess 4-litre R and othe Farina Austins
All new unit construction four door saloon with American influenced styling launched in 1951. Full width styling with curved front and rear screens, push button door handles, bench seats, and column change three speed box. Longer wheel base and wider track together with coil spring ifs, give much improved ride and handling.
The Vauxhall Velox had been introduced in 1948 with a new version in 1951. The Cresta E had the same 2262 cc six cylinder engine in the same state of tune but scored over the Velox in having leather upholstery, two tone paintwork, a heater as standardand a clock.
The EIX-Series Wyvern, launched in 1951, was the entry-level version of Vauxhall's big-car range with four-cylinder engines - the Velox and luxury Cresta had six-cylinder units. These three closely-related cars were all influenced in their styling by the post-war Chevrolets - Vauxhall had been part of General Motors since the late '20s
Vauxhall Wyvern EIX 1958
The PA Cresta is probably the most well-known today. It mimicked the American fashion for giant tailfins, wrap-around windows and whitewall tyres but in a relatively understated way compared to the Cadillacs and Buicks of the time. In fact, it bears an uncanny resemblance to a 1955 Packard Caribbean.
The PA built upon the successes of Vauxhall's first two Velox models. Introduced in 1957, it offered a far more modern style which borrowed heavily from increasingly popular American design cues, the clearest examples being the fins sported atop the long rear wings and the 'dog leg' C-pillars. Accompanying the new styling, the PA also received a revised engine with a higher compression ratio, which now produced 82.5bhp at the higher peak of 4,400rpm. This was not the only mechanical addition since the new cars also received synchromesh on all three of their gears, as well as a hydraulic clutch.
Vauxhall PADX Cresta.
Vauxhall PADX Cresta. From 1960 to 1962 the PA Cresta was revised, with one piece rear window and the rear fins were 'tamed' (but not on the PASX Velox)
Vauxhall PASX Velox. This is the revised Velox with single wrap around rear window. The Cresta lost its fin lights but the cheaper Velox kept them
Series II from 1959 has rear door slash deleted, bigger rear window, and revised bumpers and grille. Discontinued in 1961 by which time some of the early ones had already rusted away.
All new Victor for 1957 brought 1955 Chevrolet styling to the UK, with lots of chrome, heavily sculpted body sides wide grille, wrap around front and rear screens, and exhaust exiting through rear bumper. Gaudy colours inside and out completed the picture. Power was from 55 bhp 1507cc giving 75 mph top speed. Four speed all synchro box with column shift, coil spring ifs semi elliptic rear, hydraulic clutch and brakes.
Vauxhall Victor FB. Launched in 1961 to replace the "winged" Victor FA. It had a 1508cc engine but was revised in 1964 with a 1594cc engine. 300,000 produced
Vauxhall Victor FB version. A new grille, a 1594cc engine and tidying of the lines as a swansong for this final version of the FB Victor
Vauxhall Victor FD 2000. The "Coke Bottle" Victor was manufactured from 1967 to 1972 with 1600cc and 1975cc OHC engines
See also: http://www.simoncars.co.uk/wolseley/444/wolseley.html
Wolseley 6/80. Launched in 1948 at the same time as the smaller-engined Wolseley 4/50, both cars were thinly disguised versions of the Morris Oxford MO and the Morris Six MS. The Six Eighty and Morris Six shared a new 2215cc OHC six-cylinder engine that was beset with design problems
For more Wolseley 6/90, see: http://www.simoncars.co.uk/wolseley/w690.html
Go to: http://picasaweb.google.com/pininfarinacars/FarinaAustins for photos of the Wolseley 6/99, 6/110 and other Farina Austins
Go to: http://picasaweb.google.com/pininfarinacars/FarinaAustins for photos of the Wolseley 15/60 and 16/60 and other Farina Austins.
See also: http://www.simoncars.co.uk/ado17/ado17.html
Wolseley 25 hp 1937
Wolseley 1100 1964. For more photos of ADO 16 derivatives go to: http://www.simoncars.co.uk/ado16/ado16.html
Go to: http://www.simoncars.co.uk/wolseley/w1500/w1500.html
Launched by newly formed British Leyland at the end of the BMC 1800 ranges life the Wolseley Six first appeared in 1972. Mechanically identical to the Austin and Morris 2200 models the Six made use of the 110bhp, 2227cc six cylinder engine developed from the equally new E-Series unit used in the BL Maxi.
See also other albums at: http://www.simoncars.co.uk/british/british.html
