Alvis

GB, 1920 -1967

(1) T.G. John Ltd, Coventry, Warwickshire, 1919 – 1937

(2) Alvis Car & Engineering Co Ltd, Coventry, Warwickshire, 1921 – 1937

(3) Alvis Ltd, Coventry, Warwickshire, 1937 – 1967

From its beginning, the name of Alvis has connoted high quality, long life and better-than-average performance. The first production Alvis set the trend. Those responsible for it were T.G. John, formerly of Siddeley-Deasy, and G.P.H. de Freville, who had worked for D.F.P. and had designed aluminium pistons bearing the name of Alvis for them. Their 10/30hp light car, current until 1922, used an extremely efficient 4-cylinder sv engine of 1.460cc made by Alvis, a 4-speed gearbox and attractive aluminium bodies by Morgan or Charlesworth. It was available in two-seater, four-seater or Super Sports form. The last-named as the first Alvis to have the famous ‘duck’s back’ body. Though noisy and expensive, the aLVIS ‘10/30’ was immensely popular among sporting motorists. In 1921, 322 examples were sold and by the following year the Alvis company employed 350 people. At the end of 1919, the new-born company had undertaken to deliver 1.000 cars, but the moulders’ strike which a brief spell during this period, the company made the Buckingham cyclecar.

In 1922, an engine of 1.598cc with a bigger bore and rated at 12/40hp was introduced in Alvis cars designed more for touring. Captain G.T. Smith-Clarke became chief engineer in 1923. He was responsible for the push-rod ohv 12/50hp engine, which was quieter and more powerful than its predecessors and at the same time extremely strong and long-lasting. It was first seen, in modified form, in the Alvis that won the Brooklands 200-Mile Race of 1923. The touring Alvis models were provided with 1.598cc engines, but the Alvis Super Sports had a shorter stroke giving 1.496cc and was more highly-tuned. The former were usually capable of about 60-65mph, but the latter would exceed 70mph comfortably. Handling qualities of all Alvis models were excellent, while bodies were by Cross & Ellis. During 1924 all Alvis cars went over to the new engine. At first, the Alvis firm’s survival was doubtful. Although 963 units of the older Alvis models had been sold in 1923, a receiver had to be appointed in the following year, because of lack of the capital needed for production on a scale to meet demand. More money was forthcoming, however, and the new Alvis 12/50hp restored the company’s fortunes. Prices were reduced for 1926, and all Alvis models were given front-wheel brakes. The chassis was stiffened by doing away with the separate subframe that had carried the engine and gearbox, and the engine was rubber-mounted. The downward-sloping ‘beetle-back’ tail was now the Super Sports style. By 1928, 6000 Alvises were on the road, and production was running at about 900 chassis per annum.

In that year, Alvis introduced a new type that was also to be a great success. Following fashion, it was a small six of 1.870cc. Similar in design to the old four, this Alvis was smoother, more flexible and quieter. Bodies were roomier and gearing was lower. This Alvis 14.75hp was superseded by the Alvis Silver Eagle in 1929, a car with a bigger bore that gave a mistake. They put into production a Alvis sports machine that had front-wheel-drive (Alvis FWD) – the first instance of this type of drive in a catalogued car – and independent suspension by four quarter-elliptic springs at the front and swing axles with quarter-elliptics at the rear. The 4-cylinder, 1.482cc, single ohc engine utilized many Alvis 12/50 parts, and could be had with a Roots-type supercharger. Helped by a low centre of gravity, the roadholding was very fine, and so were the brakes. During 1928 this Alvis model finished 6th and 9th at Le Mans, and 2nd in the Ulster Tourist Trophy race. In the following year an 8-cylinder version, still of 1½-litres was added. Unfortunately, the Alvis fwd had a very specialized, limited appeal, being complicated, unconventional, temperamental and hard to work on. However, Alvis were so confident in them and in the new six that they announced suspension of the production of the Alvis 12/50 in 1929. It was hurriedly reinstated when the six, popular though it was, proved insufficient to keep the Alvis company going alone. It was for sale until 1932, alongside a new sporting variant, the Alvis 12/60hp.

This was the Alvis company’s last out and out sports car, but its reputation for high-performance vehicles was sustained by the introduction of another new line for sale in 1932. The Alvis Speed Twenty was an exceptionally low-built, handsome fast tourer of modern appearance that combined the refinement of a medium-sized (2.511cc) six with speed, excellent roadholding and brakes, stamina and a reasonable sales-price. The car, and the types which succeeded it were a great success. The engine was a slightly tuned version of the largest option available in the Alvis Silver Eagle, and the chassis, too, was basically similar to that of the earlier Alvis model, which was retained. The power output was about 87bhp, permitting the better examples of the Vanden Plas open tourer to attain 90mph, in spite of the car’s weight, which was an equally traditional Alvis feature. The bodies were all coachbuilt.

With the introduction of this Alvis, the character of Alvis policy in the 1930s was set: the Alvis Speed Twenty and its developments provided the glamour, while an assortment of ‘bread-and-butter’ fours and sixes backed it up. All had push-rod ohv engines. The old Alvis ‘12/50’ and Alvis ‘12/60’ were replaced for 1933 by the sale of the heavier Alvis Firefly in the 1½-litre, 4-cylinder range. Much of the extra weight was added by the optional Wilson pre-selector gearbox, which could also be had on its development, the Alvis Firebird of 1935. This car, however, had an 1.842cc engine, in an attempt to cope with the avoirdupois. The Alvis Silver Eagle was joined early in 1933 by the 2.511cc Alvis Crested Eagle, which also had a Wilson gearbox. This was a chassis intended to carry heavier boddies, and was important because it was the first Alvis touring car to have independent front suspension, which was by a single transverse leaf. This feature, together with an all-synchromesh gearbox, was seen on the 1934 Alvis Speed Twenty. The latter model for sale, which was also growing heavier with increasing public demand for comfort rather than sporting pretensions, was given a bigger engine of 2.762cc in 1935 by lengthening the stroke.

For the same reason, the Alvis 3½-litre also made its bow. It was basically similar to the Alvis Speed Twenty, which it supplemented, but had a smoother, quieter engine with a bigger bore, providing 3.571cc and was designed to accommodate more comfortable, less sporting bodies. The Alvis 3½-litre was, however, a more powerful car than the Alvis Speed Twenty, with 110bhp. It was a short and logical step to replace the Alvis Speed Twenty with a new car for sale for 1936 that combined the virtues of both models. This was the fine Alvis Speed Twenty-five, which used the 3.571cc engine. Capable of a smooth and silent 95mph in saloon form, it was what many people still regard as the best Alvis ever built. At the same time, a car that was originally envisaged as a replacement for the short-lived Alvis 3½-litre was announced. This Alvis 4.3-litre had the same engine, bored out to a capacity of 4.387cc and providing 123bhp. With the introduction of the short-chassis sports tourer version for 1938, the Alvis 4.3-litre became the most exciting Alvis in the range, for it could easily exceed 100mph, with acceleration to match. Some consider that it was not quite as good-looking as the Alvis Speed Twenty-five, nor equally refined.

A new four for sale to replace the Alvis Firebird was listed for 1938. This was the Alvis 12/70hp, a George Lanchester design, with an 80mph performance in spite of its weight. The engine size was unaltered. The Alvis Silver Eagle had been dropped in 1936, but the Alvis Crested Eagle became for sale in a number of versions with the 2.762cc and 3.571cc engines as they appeared, in less highly-tuned forms. The Alvis Silver Crest, another Alvis car in which George Lanchester had a hand, was also brought in for sale in 1938 alongside the 12/70hp. It was intented to carry bodies of the more formal sort, and was powered by the 2.762cc engine, among others. It, too, had independent front suspension.

An aero engine works had been opened as early as 1937. The Alvis car factory at Holyhead Road, Coventry was completely destroyed by bombing in 1940, but the company continued to make aero engines – Rolls-Royce Merlins – at eighteen shadow factories. After World War 2, Alvis made their own Leonides unit and Alvis car production was restarted in 1946. A one-model policy, tailored to meet conditions of austerity, was adopted. Quality was still the main characteristic of the new Alvis TA14 for sale, which, in Alvis tradition, used a 4-cylinder push-rod ohv engine, now of 1.892cc.This Alvis TA14 car was the direct descendant of the 12/70hp. An ugly sporting model appeared briefly for sale in 1948. The Alvis TA14 was dropped during 1950 and the Alvis TA21, a big six, substituted. This was the first entirely new post-war Alvis. Its 2.993cc engine developed 90bhp, and this Alvis car – though not its sports roadster variant the Alvis TB21 – was as slower car than the Alvis Speed Twenty-five. Not so its development, the Alvis TC21/100, for sale in 1954 and 1955. This, after attention from Alec Issigonis, had a tuned engine providing 100bhp and a higher axle ratio, and carried a 100mph guarantee. The Alvis TC21/100 did not last long, for in 1955 there appeared one of the handsomest cars Alvis ever made, the Graber-designed Alvis saloon on what was virtually the Alvis TC21/100 chassis. Few were built until 1959, when this car was given a modified engine delivering 120bhp and renamed the Alvis TD21. It acquired disc brakes as standard fittings on all four wheels for 1962. For 1964, it was replaced by Alvis TE21, with 130bhp and five forward speeds. Automatic transmission was optional. In 1965 Rover acquired a controlling interest in the firm; production of private ceased in the summer of 1967.

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

Standard

GB, 1903 – 1963

Standard Motor Co Ltd, Coventry, Warwickshire

R.W. Maudslay’s company started modestly with a single-cylinder Standard car with an under-floor engine of markedly oversquare (5x3in) dimensions, which was the work of Alex Craig who also designed for Maudslay (made by the same family as the Standard cars founder), Lea-Francis, and Singer. A 12/15hp bonneted twin Standard car was also available, while 4-cylinder engines were offered as proprietary units. In 1906 Standard cars offered Britain’s first inexpensive sixes with side valves, 3-speed gearboxes, and shaft drive; a fairly large 24/30hp Standard car being followed by a really big 50hp Standard car at £850, and a 3.3-litre Standard 20 at £450, these Standard cars being energetically marketed in London by Charles Friswell. 6-cylinder Standard cars dominated Standard design for several years, the Standard 20 doing well in its subsequent 4-litre form; a fleet of 70 Standard cars was shipped to India for the Delhi Durbar in 1911. The shouldered radiator of the Standard car first carried the Union Jack badge in 1908. In 1909 a 2.7-litre 4-cylinder 14 with cylinders cast in pairs was being offered for £350, other fours following until the sixes Standard cars were finally dropped at the end of 1912. A big car in miniature, the 9.5hp Standard Rhyl, was announced in 1913 with a 3-speed gearbox, worm drive, and all brakes on the rear wheels, this Standard car was priced at £185. Electric lighting was available on the Standard car in 1915, and at the outbreak of World War 1 there were also two bigger Standard cars, both sv monobloc fours with capacities of 2.4- and 3.3-litres.

In 1919 an enlarged 1.3-litre version of the Standard Rhyl, the Standard SLS, was the staple product of Standard cars, but this had grown up by 1921 into the 11.6hp Standard SLO with exposed overhead valves – these early Vintage Standard cars also had no sides to their radiator shells. There was a short-lived ohv 8hp in 1922, but the most successful mid-Vintage Standard car was the 13.9hp SLO4, this Standard car still was with overhead valves and worm drive, which had rigid side-curtains and the Standard car could be bought for £375 in 1924. From 1923 these Standard cars carried the emblem of the 9th Roman Legion as their radiator mascot. 10.000 Standard cars were sold in 1924, Front-wheel brakes were standard on the 13.9hp Standard cars in 1926. Some less successful 2.2-litre ohv 6-cylinder Standard cars were marketed in 1927, in which year saloon Standard cars could be bought with sliding roofs, while financial difficulties of the Standard car company were circumvented by the hurried introduction of the very reliable 1.155cc worm-drive Standard Nine car with an sv engine and fabric bodywork for 1928. Within a year a roomier, longer-wheelbase version of this Standard car was listed, as well as supercharged and unsupercharged sports two-seater Standard cars, and the first of the Avon Standard Specials, a low-built two-seater styled by the Jensen brothers, had made its appearance. The Avon, both in its original form and in its later manifestations (the work of C.F. Beauvais) continued in a variety of semi-catalogue forms on many Standard car chassis from the Standard Nine to the 20hp Standard car up to 1937. 1929 was the year of chromium plating on Standard cars, of the first of a line of sv sixes with coil ignition and 7-bearing crankshafts that was to persist up to 1940, and of the appointment of Captain J.P. Black, from Hillman, as Managing Director. Under his control Standard cars rode out the Depression with steadily increasing sales, but at the cost of magneto ignition, worm-driven back axles and the traditional radiator, all of which had disappeared on the Standard car by 1931, when Standard car company were offering the Standard Big Nine, a really roomy small saloon for less than £200, and low-priced 16 and 20hp six Standard cars. This range of Standard cars was rounded out in 1932 by a 1-litre Standard Little Nine at £155, and in this year William Lyons, whose 1930 Swallow-bodies Standard cars had anticipated the new 1931 radiator, launched his first S.S. cars. These used specially-built Standard car chassis and his own style of bodywork, and were to evolve into the Jaguar. Standard-built engines were used in all Lyon’s cars up to 1940 and survived on 4-cylinder Jaguars until 1948. Cruciform-braced frames and silent-third gearboxes were features of the 1933 Standard cars, while that year’s complex Standard car range included a couple of short-lived sixes of under 1.500cc, the option of preselector gearboxes on some Standard cars, and a long-wheelbase 20hp Standard car landaulette. Synchromesh, free wheels and integral boots came in 1934, when a new best-seller Standard car was the well-equipped 1.3-litre Standard Ten, and there were six Standard car models for 1935, including a sporting 10/12hp Standard car consisting of a Standard Ten chassis and body, and a 1.6-litre twin-carburettor 12hp engine. Much of the same Standard cars were offered in 1936, but this year also brought the fastback Flying Standard cars with luggage accommodation and spare wheels streamlined into the tail, though retaining the Bendix brakes of earlier versions of Standard cars. Initially offered only in 12, 16, and 20hp sizes, the style of this Standard car was universal by 1937, when buyers had the choice of four 4-cylinder Standard car and two 6-cylinder types, form the Standard Nine at £149 to the Standard Twenty at £299, as well as a rapid compact V8 Standard car with a 2.7-litre 80bhp sv engine in a Standard Twelve chassis. This Standard car failed to catch on, though its fencer’s mask grille was found on all Standard cars from 1938 to 1947, and the engine was used by Raymond Mays. Other makers buying components from Standard were Railton, whose Ten was based on a Standard car chassis, and Morgan, for whom a special ohv 10hp engine was made by the Standard car company from 1939 – 1950.

A 1939 Standard car best seller was the 1-litre Standard Eight at £129, the first British small saloon with independent front suspension: similar layouts were found on Super versions of the Ten and Twelve, but this year’s Flying Standard cars no longer had fastbacks. Of the extensive pre-World War 2 range of Standard cars, only the Eight, Twelve, and Fourteen were continued after the war, the Fourteen using a 1.8-litre engine in the Twelve chassis, although Standard car products now included Triumph, acquired in 1945.

Late in 1947 came the Standard car company’s first true post-war design, the unitary-construction Standard Vanguard with a 2.1-litre ohv wet-liner 4-cylinder engine, full width six-seater bodywork, hydraulic brakes, and a 3-speed gearbox with column change. This Standard car sold for £544, though for some time the Standard car was practically unobtainable on the home market, and was the only Standard car model catalogued between 1949 and 1953. Standard cars were made under licence in Belgium by Imperia, and the Standard car engine also went into the bigger Triumphs, the Ferguson tractor, the earlier Plus-Four Morgan, and, in 2-litre form, into Triumph’s successful TR series. Overdrive became an option in 1950 on Standard cars; the body was restyled in 1953, 1956, and 1959; a diesel version with separate chassis was marketed in 1954 and 1955; and a luxury Sportsman verion with a 90bhp engine, a traditional grille, and overdrive as standard appeared in 1957, though this Standard car was too expensive at £1.231, and did not last long. Towards the end automatic Standard Vanguards were available, but the tough old four Standard car was dropped in 1961.

There were other Standard cars. An 803cc ohv Standard Eight with coil-spring independent front suspension and very basic appointments was announced late in 1953 at £481, followed shortly after by a more luxurious Standard car with 948cc 10hp at £581. These Standard cars were quite best-sellers despite such later options as 2-pedal control, triple overdrive (on the Standard Eight) and the addition of a luxury Pennant version of the Standard Ten in 1957. Fairthrope used this engine, which later served as the basis for the Triumph Herald, but production of the small Standard cars tailed off in 1959. There were other variations on the Vanguard theme: the Standard Ensign with a 1.6-litre 62bhp engine was cooly received, though the Standard car was revived in 1962 with a 75bhp 2.138cc unit and 4-speed gearbox. After the Leyland take-over in 1961, the Standard car company’s efforts concentrated increasingly on the Triumph range, but Standard cars final fling in 1962 was once again Vanguard-based, though the Standard car company broke new ground with a 2-litre short-stroke ohv 6-cylinder engine later used in the Triumph 2000. The last Standard cars were delivered in the summer of 1963. The name died because the term, ‘standard’, when applied to cars, had been debased; it had come to mean the opposite of ‘de luxe’ – and this despite the comfortable appointments of the Luxury Six.

US, 1903 – 1907

Standard/ Standard Tourist

Standard Motor Construction, Jersey City, N.J.

Th Standard car succeeded the US Long Distance. The only model Standard car was a five-seater in wood at $3.250, or in aluminium for $3.500. The engine of this Standard car was a 4-stroke, 4-cylinder one of 25hp.

Italy, 1906 – 1912

Fabbrica Automobili Standard, Turin

Also known as the FAS, the Standard car was a conventional machine with a 14/20hp 4-cylinder engine and 4-speed gearbox. The Standard car company had no known connection with any firm bearing the name Standard.

US, 1909 – 1910

(1) St. Louis Motor Car Co, St. Louis, Mo., 1909

(2) St. Louis Car Co, St. Louis, Mo., 1910

From 1906 to 1909 this Standard car company first made three models of the Mors under the name American Mors, but in 1909 they introduced a car of their own design. This Standard car had an ohv 50hp 6-cylinder engine of 7.8-litre capacity. Five body styles were listed, including a limousine at $4.000. The rear springs were of the platform type.

US, 1910

Standard Gas Electric Power Co, Philadelphia, Pa.

This Standard car had a 4-cylinder, 3.7-litre engine with a 3-speed sliding-gear transmission and shaft drive. The only feature of interest of this Standard car was electric starting. The single model Standard car for 1910 was a four-seater torpedo which weighed 2.000lb.

D, 1911 – 1912

Standard Automobilfabrik GmbH, Berlin-Charlottenburg

This German Standard car was characterized by the use of Henriod rotary-valve engines, but the system proved unsuccessful and production of Standard cars was not on a large scale. Two 4-cylinder Standard car models of 10/28PS and 13/35PS were listed.

US, 1912 – 1915

Standard Electric Car Co, Jackson, Mich.

This electric Standard car used Westinghouse motors and was claimed to have a range of 110 miles on a charge. The Standard car was operated from a tiller on the left-hand side. The controller on the Standard car gave six forward speeds, the maximum speed being 20mph. The Standard Model M, a four-seater closed model, cost $1.885.

US, 1912 – 1923

(1) Standard Steel Car Co, Butler, Pa., 1912 – 1923

(2) Standard Auto Vehicle Co, Butler, Pa., 1923

For most of its life the Standard car was built by a firm whose main product was steel and composite railway carriages and wagons. Up to 1916 the Standard car was a conventional 38hp 6-cylinder car built in touring an closed models, at prices up to $3.600. In 1916 an 8-cylinder Standard car model was introduced which was to become the staple product of the Standard car company. Smaller than the six, this Standard car was rated at 29hp (50bhp) and cost only $1.950 for the most expensive model. For 1917 it was increased to 34hp (80bhp) and by 1921 prices of the Standard cars were up to $5.000. In 1923 a new company acquired the design from the Standard Steel Car Co. They assembled a few of the V8 Standard cars, but did not introduce any new models, and were out of business the same year.

US, 1914

Standard Engineering Co, Chicago, Ill.

This Standard car was a cyclecar powered by an air-cooled 2-cylinder Spacke engine. Transmission was by friction discs, and final drive by single chain.

US, 1920 – 1921 

Standard Engineering Co, St. Louis, Mo.

The Standard Steam Car was equipped with a Scott-Newcomb 2-cylinder, horizontal paraffin-burning steam engine and the Standard car was advertised as being able to raise a head of steam in less than 60 seconds. The Standard car carried a Rolls-Royce-type condenser and closely resembled the then well-known Roamer. A touring model was the only body style available. The Standard car was sometimes known as the Scott-Newcomb.

D, 1933 – 1935

Standard Fahrzeugfabrik GmbH, Ludwigsburg

This Standard car firm, owned by Wilhelm Gutbrod, obtained the licence for the production of a small car designed by Josef Ganz. The car appeared under the name of Standard Superior. The Standard car had a 2-cylinder, 2-stroke engine of 396cc developing 12bhp or of 494cc and 16bhp. Special features of this Standard car design were an aerodynamic body, rear engine, centre tubular chassis and independent suspension. Production was given up in 1935, but vans and estate Standard cars were built until 1939. Another car built to Ganz designs was the Swiss Rapid.

Source: Georgano, encyclopedia of motorcar; MCS, GMN, GNG, HON, KM

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