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Standard Cars |
| Country of car origin : | England |
| Founded : | 1903 |
Little known today, the Standard Motor Company was one the top six selling marques in pre-war Britain. It was founded in Coventry in 1903 by Reginald Walter Maudslay who is reputed to have said
"I want my car to be composed purely of those components whose
principles have been tried and tested and accepted as reliable standards, in
fact, I will name my car the Standard Car."
The fortunes of The Standard Motor Company were mixed. By 1924 the company had a
share of the market comparable to Austin , but by the late 1920s profits had
fallen dramatically due to heavy reinvestment, a failed export contract and poor
sales of the larger cars.
John black joined the ailing company and by increasing productivity,
masterminded the huge success of the company in the 1930's.
During the first half of this decade the most successful models were the 'Nine' and 'Ten' which addressed the low to mid range of the market.
New sleeker styling was introduced in 1934, together with a four speed
gearbox with silent second and third gears, and, synchromesh on second third and
top. These cars were attractively styled for their day with a big car look, but
competitively priced and easy to drive. The Nine was priced at £155!
The quality of Standard running gear may have been a major factor which
attracted William Lyons to use the smaller chassis and engines to produce
up-market saloon cars, initially in the early '30's with Swallow bodywork, and
later with his own body styling. This enterprise began marketing cars under the
familiar name of Jaguar from 1936, but continued to use Standard chassis and
engines for several years. The legendary Jaguar SS 100 is therefore heavily
Standard Influenced.
It was infact Standard who sold the tooling to Jaguar for the XK series engines which powered all the famous postwar Jaguar cars.
Standard acquired the Triumph company at the end of the Second World War.
Sadly, the pendulum of fortune swung back again, as Black, who although so
instrumental in the success on the company in the 30's, failed to provide
consistent leadership and was finally ousted by his board on New Year's day
1954. Even after this dramatic action, the company failed to tackle its
problems, productivity continued to fall and Standard-Triumph was eventually
swallowed up by Leyland. The last Standard was produced in 1963. The Triumph
badge lived on far longer on the bonnet of Classic cars like the Stag and TR
sportsters, only to finally fade away in a blaze of mediocrity attached to a
Honda.
The first Standard. - 6hp single cylinder 'Motor Victoria'
12/15hp twin cylinder
followed three and four cylinder cars.
18/20hp Six cylinder 'Standard Six' 16/20hp Four cylinder 12/14hp Four cylinder
Sold as chassis with various bodies available
50hp Six cylinder
30hp Six cylinder
18/20hp Six cylinder
20hp Four cylinder
20hp six cylinder introduced.
The new 1087cc Standard small car:- 9.5hp
Model S four cylinder:-
9.5hp chassis used as basis for Standards first commercial vehicle.
9.5hp (1087cc) Model S - Small batch of 198 produced before introduction of:-
9.5hp (1328cc) Model SLS four cylinder 2 seater.
11.6hp Model SLO introduced - with overhead valves 4 seater tourer.
8 hp. Successor to Model SLS announced with overhead valve engine and 2 or 4
seater body
13.9hp Model SLO4 four cylinder 4/5 seater
13.9hp Model SLO4 (14/40hp)
11.4hp Model V3 introduced with four cylinder overhead valve engine:-
New 14/28hp model introduced with completely new OHV engine - Model V4.
18/36hp Model 6-V six cylinder overhead valve engine introduced with saloon and tourer bodies.
8.9hp Nine introduced at Olympia.
'The Worm Drive Nine' - Falmouth fabric saloon with 4 cylinder inclined side
valve engine.
8.9hp Nine continued -
9.9hp Nine introduced in September - a long wheelbase version of 8.9hp model
with larger bore engine known as the Teignmouth fabric saloon.
13.9hp Model 14/28 V4 continued with the addition to the range of the Farnham
fabric saloon.
18/36hp Model 6-V continued and was joined by:-
18/42hp which had the same engine but was equipped with a four speed gearbox and
had horizontal bonnet louvres as opposed to the vertical ones on the 18/36.
9.9hp Nine LWB Teignmouth Fabric Saloon joined by:-
15hp Fifteen Exmouth Fabric Saloon
Six cylinder 1930cc Envoy Steel Saloon
Ensign Steel Saloon
16hp Sixteen (six cylinder SV) Tourist Coupe introduced later in year (2054cc)
9.9hp Big Nine introduced to replace the previous two models.
Fitted with spiral bevel rear axle in place of worm drive.
15hp Exmouth and Ensign continued as before as did the larger engined 16hp model
now known as the Envoy.
16hp Ensign using last years Envoy engine
20hp. (2552cc) introduced using Envoy name. (side valve six cylinder)
8.9hp Little Nine introduced alongside
9.9hp Big Nine - Coachbuilt Saloons available as well as 2 and 4 seater tourers
16hp Sixteen (the former Ensign) and
20hp Twenty (the former Envoy) continued
9hp and 16hp chassis supplied both to Avons and Swallow. Additionally 16hp
chassis supplied to Mulliner who produced a 4 door close coupled saloon.
In July 1932 the Little 12 and Big 12 six cylinder side valve saloons and 2 and
4 seater tourers were introduced.
The Standard range continued as for 1932 and most of the activity was centred around the specialist coachbuilders.
The Jensen Bros ended their association with Avon and joined forces with Patrick Motors to produce the Bournebrook Special, a 4 seater sports tourer on the Little 12 chassis.
Avon hired Charles Beauvais as designer whose tourers, coupes and saloons on the 9hp and 16hp chassis were outstandingly pretty.
A novel introduction by Beauvais was flashing direction indicators.
William Lyons at Swallows commenced the equally attractive SS series of cars
with the SS1 on the 16hp chassis.
Mulliners introduced a Landaulette and a 7 seater saloon, both based on the 20hp
chassis.
9hp. Nine replaced the previous little Nine
The 10hp Ten took over from the Big Nine.
Both available in saloon and tourer form,
the Nine as 2 and 4 door saloon, and the Ten with a DHC model alongside the 4 door saloon.
10/12hp Speed Model Saloon was introduced which combined the new 11.9hp 4 cylinder SV engine from this years Twelve in the 10hp chassis.
A Sport Coupe was also produced in 2 seater form. 11.9hp (4),
Twelve model in four and six cylinder SV form was available.
The Twelve Six is 13.5hp (6),
Avon produced fixed and drophead coupes on the 10hp chassis and sports saloons
on the 16hp chassis.
Salmon and Son also produced a DHC based on the 10/12hp 'Speed' Model.
The first 'Atlas' commercial appeared, being a van body on the 4 cylinder
12hp chassis.
Models for 1935 continued as for 1934 with the following exceptions/additions:-
9hp only available now in 4 door form.
10/12hp. Now available as a Sports Saloon, or Sports Coupe and in 'Speedline'
form, which being well received by the public became the model for the future
'Flying' models.
Avons now gave names to their models, producing the Waymaker 1 sports saloon in pillerless form on the 16hp chassis and the Waymake II (identical to the Waymaker 1 save for a shorter bonnet) on the 10/12hp speed chassis.
SS models were available on 10hp, 12hp, 16hp and 20hp chassis (especially lowered by SS) and the SS90 sports was introduced using the 20hp engine.
(The SSI was produced on the 16/20hp chassis whilst the SSII was produced on
the 10 or 12hp chassis).
Possibly the year in which the largest range of Standards was offered. Comprising:-
Avons continued with their own models on 12,16 and 20hp (6 cylinder) chassis (either basic or Flying chassis) and Mulliners produced a diminutive 2 door Landaulette on the 9hp chassis.
The SS models continued as before but 1936 saw the introduction of the Jaguar name.
The squarer earlier models were discontinued in favour of the Flying models which are as for 1936 but DHC versions were also available.
The Flying Sixteen was replaced by the Flying Fourteen with 4 cylinder 1776cc engine which had the 12hp available as an option and the Flying Twenty six cylinder model could be had with the 16hp engine as an option.
The V8 could be had in coupe form as well as saloon.
Raymond Mays produced touring and coupe versions of his Raymond Mays Special based on the V8 20hp chassis.
Late in 1937, Avon ceased volume production.
All models as for 1937 but now were fitted with the new waterfall grille as the V8 model.
During March, the Flying Twelve Super Saloon and DHC were introduced followed in July by the Flying Fourteen and Flying Twenty Super Saloon models, with central chassis lubrication, enhanced trim and fittings.
October saw the introduction of the Flying Eight in saloon, de luxe and
tourer forms, all with independent front suspension. The Flying Ten Super
and Twelve Super models became available with independent suspension.
Independent options spread to the Fourteen and Twenty models.
January saw the introduction of the Popular Nine as well as Super Nine, and
later the Eight was produced in DHC form.
Main production was:-
10hp )
12hp) chassis with utility van and pick up bodies although some became
14hp) ambulances.
A few 8hp chassis were equipped with 'box' bodies for use as YMCA tea dispensers!!
The Beaverette Light Armoured Car was introduced with 14hp engine and MkII II
and IV versions with varying amounts of armour and armourment.
12hp 'Jeep' type cross country vehicle was made but not put into production.
On completion of the war the Eight, Twelve and Fourteen were quickly back in production, the saloons being joined by a timber estate car body version of each model.
31st December 1945 - The Triumph Company was acquired by the Standard Motor Company.
4WD agricultural vehicle was produced based on the 8hp engine - with short production run.
Triumph 1800 in Roadster and Saloon form using engines surplus to Jaguars requirements.
Jaguar were now making their own cars of 2 1/2 and 3 litre capacity utilising
their own engines, although they still used Standards 1 1/2 litre unit.
September 1946 - 4WD vehicle was replaced by the first of the Ferguson tractors.
Vanguard was introduced originally in 1850cc form but soon enlarged to 2088cc with OHV gear.
The older Standard models phased out, the last Eight being produced in July and the Twelve and Fourteen models ending their production runs between July and September.
The Vanguard saloon joined by Vanguard Estate, 12cwt Van and Pick Up Truck versions in October.
Late in 1948 the Triumph Roadster and shortly afterwards the saloon were fitted
with the 2088cc Standard Vanguard engine.
Production now was all Vanguard models and derivatives alongside Triumph
Roadsters and saloons, the saloon becoming known as the Renown.
November saw the new Triumph Mayflower emerge with 1 1/4 litre side valve
engine.
The Vanguard was now available (in May) with a rolltop roof courtesy of Tickford and in June was fitted optionally with overdrive, as was the Renown, which had a new IFS chassis frame.
October saw the 'streamlined' Triumph Roadster, of which
only 3 examples were built, and the introduction of a DHC of the Mayflower,
again very short lived, being withdrawn in December.
The Motor Show saw the introduction of a revised radiator grille and wider
back window for the Vanguard (Phase IA) and a limousine option of the Renown.
Triumph TR2 sports launched, fitted with a linered down Vanguard engine of
1991cc plus twin carbs.
In March, the Vanguard Phase II was released featuring a re-styled boot.
Ferguson tractors had been steadily produced in large numbers since 1946 both in petrol and diesel engined form, now, in September, Ferguson merged with Massey Harris, the Ferguson tractor continued in both forms for several years to come.
The 8hp Standard saloon was introduced during the year, a very spartan little car, with 803cc ohv four cylinder engine.
December saw the Swallow Doretti sports car based on the TR2, and produced by
the Swallow Coachbuilding Co of Walsall and no connection with Swallow Sidecars
(now Jaguar) of previous association.
Introduction in April of the new Ten which had an enlarged engine of 948cc and a fully trimmed bodyshell with winding windows.
This same bodyshell was used for the new Eight De Luxe which came out in June.
August saw the first Diesel engined Vanguard (with Ferguson motor) in Estate,Van, Pick Up and Saloon versions.
October spawned the Ten estate (Companion) as well as a 6cwt Pick Up based on
the Ten. Flashing indicators, first seen on Beauvais' 1933 Avon Coupe were now
fitted to the Eights and Tens.
The Vanguard became the Vanguard III with unit construction body in place of the previous chassis framed vehicle. The 2088cc engine continued.
In July the Family Eight replaced the basic Eight and for the Motor Show in October the Super Eight and Super Ten were announced with enhanced trim and equipment.
The Motor Show also saw the introduction of the TR3, a revised TR2.
The smaller cars were now joined by the Family Ten, a basic version, and the two pedal 'Standrive' system was introduced later in the year.
The Vanguard III Estate Car, and the Sportsman version of the saloon (with a modified TR3 engine) joined the saloon Vanguard III
The TR3 was gained disc brakes.
The Eights and Tens were now available in 'Gold Star' form, with increased power and new radiator grilles and also the option of overdrive plus an openable external boot on the Eights.
The Pennant, a re-styled Ten was introduced later in the year.
The Vanguard III and derivatives spawned a cheaper version known as the Ensign, with 1670cc ohv engine and floor change gearbox as opposed to the column change on previous Vanguards.
The Ferguson tractor was given a new 2.3 litre diesel engine.
The Ten and Vanguard had been produced in or exported to various countries for several years, and model names now varies from the home counterparts, the Ten in Australia being the Standard Cadet whilst in the USA it was the Triumph Sedan (or Estate Wagon in Companion form).
The Vanguard was similarly treated, being known as the Spacemaster in Australia.
Facelifted TR3 known as the TR3A (with wider radiator grille to distinguish it).
The Peerless GT was a 4 seater attempt on the TR3 by a small specialist company to produce a family mans sports car.
The Standard Atlas 10/12cwt van was introduced as was a pick up version, both with the diminutive 10hp 948cc engine.
At the Motor Show, the Michelotti Vanguard Vignale was shown based on the
Vanguard III with either 3 speed column change or 4 speed floor change gearbox.
The Vignale came in saloon and estate versions and the Ensign also received the
new treatment.
Since its introduction in 1949, the Triumph Mayflower had continued steadily and
in Australia a Pick Up version was available to complement the Vanguard Pick Up
also made there.
Saw the start of the change from Standard to Triumph orientation with the introduction of the Michelotti styled Herald in Saloon and Coupe form, reverting back to separate chassis frame but utilising the 948cc Ten engine with single carburettor for the saloon and twin carbs for the coupe.
Massey Ferguson split from their liaison with Standard in August and all tractor
assets were sold to them.
Standard Triumph International was formed as the holding company, of which
the Standard Motor Company (1959) Ltd was a manufacturing subsidiary.
The Eight, Ten and Pennant were now discontinued and production of the Herald stepped up.
The Companion as the Ten Estate had come to be called, continued with Pennant style of front end.
The Herald Convertible was introduced in September along with a larger engined version (1670cc Ensign Unit) of the Atlas.
The Vanguard Six became available with a new 1998cc 6 cylinder ohv engine in the Vignale style body.
A few Michelotti Triumph Italia 2000 sports models were produced in Italy based on the TR3 chassis.
The Peerless GT was re-styled to become the Warwick GT, which was to last only for another year.
August 1960 saw the Leyland takeover.
The Herald became two versions in March - the Herald S (a cheaper version of the saloon) and the Herald 1200, distinguished by rubber bumpers and 1147cc ohv engine.
The 6cwt van based on the Ten or Pennant was given increased capacity and appeared n 7cwt and 10cwt guise.
The TR4 was announced with an enlarged 4 cylinder 2138cc engine and body
changes.
Saw the last Standard model introduced - the Ensign De Luxe in saloon and estate versions.
A smaller derivative of the Vanguard 6 engine (of 1596cc) was shoehorned into the Herald chassis and the new car became the Vitesse 6 - available in saloon and convertible form.
Two new commercials were introduced in September, known briefly as the Standard Fifteen and Standard Twenty soon to be known as Leyland Fifteen and Leyland Twenty in petrol and diesel form with van and pick up bodies.
The Triumph Spitfire 4 made its bow at Earls Court with a twin carburettor
version of the 1147cc engine.
The Herald was fitted with the tuned Spitfire engine to be known as the Herald 12/50 which ran parallel with the Herald 1200, in saloon and convertible form.
The Dove GT R4 by Harringtons (sold by C F Dove Ltd of Wimbledon) based on the TR4 was produced briefly.
Sharps Commercials of Preston brought out the rebodied Herald/Spitfire amalgam known as the Bond Equipe which was destined for a long production run in its various guises and engine capacities.
The end of May 1963 saw the last "Standard" badged car roll off the production lines - an Ensign De Luxe, registered 2757 KV.
Though production of the Ten saloon had ceased, the Companion estate, van and pick-up continued for some time.
Herald/Vitesse production continued into the 1970's and the Spitfire was developed and continued into the 1980's.
The Vanguard 6 engine was carried over into the Triumph 2000.
A succession of Triumph cars were built during the 70's including the 1300, Toledo, Dolomite and Stag.
The TR4 was developed into the TR4A with IRS,
then a six cylinder TR5 and TR6, again based on the Vanguard engine.
The TR7 carried over no parts from the previous TR range. Later gaining Rover V8 power for a small batch of TR8's
The last Triumph of all was the Acclaim, which was a rebadged Honda, and the last car to be built in Standard/Triumph factories.
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Original: Standard Motor Club, 1998 |
