Adler

D, 1900 – 1939

(1) Adler Fahrradwerke vorm. Heinrich Kleyer AG 1900 – 1906

(2) Adlerwerke vorm. Heinrich Kleyer AG, Frankfurt/Main 1906 – 1939

This well-known bicycle and typewriter firm had already built components for Benz as well as a few De Dion tricycles when their first car appeared in 1900. This closely resembled the contemporary Renault, with tubular frame, shaft drive, and front-mounted 400cc single-cylinder De Dion engine; suspension was full-elliptic all round and steering was by tiller, but both these archaisms had gone by 1901 when a bigger 510cc power unit was standardized. By 1902 the company were making their own engines, an 850cc single and a 1.7-litre twin, there were four forward speeds, and the lateral radiators continued the Renault idiom.

With the arrival of Edmund Rumpler in 1903 the Adler idiom crystallized, even if this experimental swing-axle suspension did not pass beyond the prototype stage. Characteristics of the new models were side valves in an L-head, dual ignition, pressed-steel frames, and rectangular radiators. Four cylinders were preferred, though singles were still offered in 1905, and twins as late as 1909. By 1905 there were 4-cylinder cars of 2.8-litres, 4-litres and 7.4-litres, this last figuring in Adler’s Herkomer Trophy entry, and attracting an order from Kaiser Wilhelm II in 1907. If the 1906 Kleinwagen, a 1.032cc aiv V-twin with water cooling and steel artillery wheels, marked a retrograde step, by 1907 the company had adopted the unit gearbox, and were experimenting with ioe engines, achieving a 3rd place in the Prince Henry trials. There were also some modest short-stroke fours. A 2-litre 8/15ps was followed a year later by the successful 1.555cc 7/15. This developed into the 1.8-litre 7/15, popular in England as the 12hp. These small Adlers had dual ignition, but foot accelerators were found only on the bigger cars as late as 1913. There was a fast 5.2-litre 76bhp ioe model for the 1910 Prince Henry Trials, and a smaller 3.2-litre version was offered to the public. It evolved into the 15/40 of 1913, with 3.8-litre and 69bhp, used as the basis for Adler’s unsuccessful 1914 T.T. racers. Their Knight-engined 1911 cars did not progress beyond the prototype stage, but very attractive was that year’s new model, the 1.3-litre K voiturette, initially with pair-cast cylinders, but offered in 1913 with Monobloc engine and a choice of side-by-side or tandem seats. Rear suspension was full-elliptic. It did 50mhp and 38mpg, and was well received by Britons, who bought it under the name of Morgan-Adler Carette. There were also some large sv fours, the 4.8-litre 19/45 appearing in 1911, followed in 1912 by a 7.8-litre 30/70, and in 1914 by a V-radiatored 9.1-litre monster, top of a nine-model range. Also new was an enlarged K, the 1.552cc KL with four-seater bodywork and semi-elliptic rear springs.

A selection of the more popular 1914 types reappeared in 1919, and even in 1922 a replacement for the KL, the 6/22PS, retained a fixed head and reverted to a separate gearbox. Adler’s first sixes came in 1925, these boasting alloy pistons, detachable heads, and front wheel brakes. The 10/50 had a 2.6-litre Monobloc engine, but the 4.7-litre 18/80 was of biblock type. Also new was an essay in the American idiom, Becker’s 1.550cc 4-cylinder Favorit. Three years later it had been joined by a 2.9-litre six and a 3.9-litre straight-8, both with hydraulic brakes, these being offered on an enlarged and modernized Favorit in 1929. 

At the Geneva Show in 1932 Adler presented their new 1.5-litre Trumpf with front-wheel drive and independent wheel suspension, a design of H.G. Röhr. This first front-driven car was followed by the 1-litre Trumpf Junior, the 1.7-litre Trumpf and the 2-litre model. The competition versions of these models – very often fitted with aerodynamic bodies – were very successful in the years from their appearance to the outbreak of World War 2. Streamlined Trumpf and Trumpf Junior cars gained 22 international records in 1935 and 1936 on the Avus and the Darmstadt Autobahn. A win in the Leinster Trophy Race of 1934, a Team Prize at Spa in 1936 in the 2-litre class, a 2-litre class win and 6th place overall at Le Mans in 1937 were only a few of the victories. In 1937 Adler introduced a rear-wheel driven model again, the 2.5-litre with 6-cylinder 50bhp engine, aerodynamic body and swing axles. The sports version of this type developed 80bhp.

Production of private ceased in 1939. Some prototypes of the Trumpf Junior were produced after the war and were on show at the Hanover Fair 1948, but production was not taken up. Instead of this, production of motorcycles was resumed, lasting until 1957.

Source: Georgano, encyclopedia of motorcar; HON

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Crossley

GB, 1904 – 1937

(1) Crossley Brothers Ltd, Gorton, Manchester, 1904 – 1910

(2) Crossley Motors Ltd, Gorton, Manchester, 1910 – 1937

The name of Crossley was famous on engines before it was famous on cars; in fact the Crossley company was the first in Britain to make 4-stroke internal combustion engines on the Otto principle. Later, Daimler engines were made under licence. The first Crossley car for sale, a chain-driven 22hp 4-cylinder, appeared for the 1904 season. A Crossley 28hp and Crossley 40hp followed, all three cars being of normal design and foreign inspiration. Their designer was J.S. Critchley, formerly of Daimler. Shaft drive appeared in 1906, and late in 1909, some were fitted with Allen-Liveredge front-wheel brakes, but Crossley cars, though excellent machines, made little impression until after 1910. The 4-litre 20hp Crossley which then made its bow was a well-constructed, durable and very popular car. Designed by A.W. Reeves, it lived on in modified form until 1925. Crossley’s finest hour came in World War 1, when, as the Crossley 20/25hp it achieved fame as a staff car in the Royal Flying Corps, and as an ambulance and light truck. The Crossley model was extremely popular with the British Royal Family after the war in its 25/30hp version. In its early years, however, it was rivalled by the 15hp. The efficiency of the latter’s  otherwise conventional engine, a side-valve four like the rest, gave this Crossley a better performance than most cars in its class and encouraged the makers to offer a special sporting variant, the Crossley Shelsley.

The Crossley Fifteen was discontinued after 1914, but a new Crossley arrived for 1921. This Crossley 19.6hp was a rather more modern design, having a detachable cylinder head, and it was cheaper and lighter on fuel than its 25/30hp companion. The performance was about the same. It was also made in sporting form as the Crossley 20/70hp, but this model was heavy, like the ’Crossley 19.6’ itself, and the brakes were not good enough for the 75mph that was available. Crossley did not make a serious attempt to invade the middle-class market until 1923, when the Crossley 12/14hp, later called the Crossley Fourteen, was introduced. Like its brothers, this was a simple side-valve four, in this case of 2.4 litres, but was more modern, with its unit construction of engine and gearbox and central gear-change. The Crossley Fourteen was a very successful model, being flexile and, thanks to its light weight, both roomy and economical. It survived until 1927. By this time the two bigger Crossley cars were giving way to a much more up-to-date car; the Crossley company’s first six and its first overhead-valve machine. This Crossley 18/50hp model was a spacious, heavy 2.6-litre car with good brakes but somewhat lacking in power. Its engine was enlarged to 3.2-litres and 20.9hp for 1928. At the same time a new small Crossley of similar design, the 2-litre Crossley 15.7hp was introduced, to which a sporting alternative reviving the Shelsley name was  added in 1929. Lagonda’s 16/80 model used this engine later. The 6-cylinder Crossley 15.7hp continued until 1934 and the Crossley 20.9hp until 1937. Wilson pre-selector gearboxes were fitted from 1934.

In 1932, the Crossley company had introduced a light car, the Crossley Ten. This was an assembled vehicle powered by an 1100cc Coventry-Climax engine with overhead inlet valves. It was too heavy (a drawback compounded by the pre-selector gearbox), it was very low-geared and its brakes were mediocre. Another mistake was Crossley’s attempt to market the Burney rear-engined car with all-independent suspension. It was given a 15.7hp Crossley engine and a Wilson box, but it was too unconventional in appearance and handling. Very few were made. In 1935, Crossley introduced its new Regis range of small cars with handsome bodies styled by C.F. Beauvais. They consisted of the Crossley Ten and a new Crossley 1½-litre six of the same design also powered by Coventry-Climax, both with a new lowered frame. Both cars, together with the last Crossley 20.9s, disappeared after 1937.

Crossley assembled other people’s cars as well as making their own, beginning with the Willys-Overland Model 4 in 1920. The Gorton-produced Willys came to include more and more British-made parts, such as a Morris Oxford engine. A less likely diversion was an attempt of Crossley in 1921 to make the Type 22 Bugatti in England, but only a handful of these Crossley-Bugattis appeared. In 1922-1933 the Crossley factory made the AJS as well.

Source: Georgano, encyclopedia of motorcar; TRN

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com