Frazer-Nash

GB, 1924 – 1960

(1) Frazer Nash Ltd, Kingston on Thames, Surrey, 1924 – 1925

(2) William G. Thomas & Frazer Nash Ltd, Kingston on Thames, Surrey, 1925 – 1926

(3) A.F.N. Ltd, Isleworth, Middlesex, 1926 – 1960

After Captain A. Frazer Nash left GN Ltd, the company he had helped to found, he at first made orthodox family Frazer Nash cars with shaft drive and water-cooled 4-cylinder engines of Deemster extraction. However, only a handful of light cars were made before Frazer Nash reverted to type. His new Frazer Nash car of 1924 was based largely on the GN, retaining its dog-clutch gear-change, separate chains for each of the three forward speeds, solid rear axle, hard quarter-elliptic suspension and high ratio steering. After the Plus-Power engine, Frazer Nash adopted the sv water-cooled 4-cylinder 1½-litre Anzani unit, giving 40bhp. Thus the GN’s combination of simplicity, strength, modest price, low weight and high powere were combined in a still brisker sporting machine. The Frazer Nash, together with the Aston-Martin, was Britain’s nearest answer to importe sports cars in the Bugatti Brescia class. It was so popular that the Frazer Nash remained in production, basically unchanged for 15 years, even though clutches and chain drive had been outmoded when the Frazer Nash was first introduced.

The principal alternations were to the power unit. A Meadows engine of the same size, but with overhead valves, and giving 50bhp, supplemented and then replaced the Anzani from 1929 and four forward speeds were provided on the Frazer Nash. Alternatively available from 1934 was the 1½-litre single ohc Frazer Nash engine, known as the Gough after its designer. This unit normally delivered 60bhp, but was also available supercharged in the Frazer Nash Shelsley or Frazer Nash TT replica chassis which had cantilever front springs. The Frazer Nash model names applied to the chassis, which could be fitted with any engine. Thus some Frazer Nash Shelsleys were equipped with the twin ohc 1.675cc 6-cylinder Blackburne, which was a smoother, more flexible unit.

It was clear that such a fundamentally primitive design could not last for ever, however efficient. H.J. Aldington, who had gained control of AFN Ltd in 1929, sought an alternative by importing the German BMW from 1934 – the BMW Type 319 engine was used in the chain-driven Frazer Nash chassis. The last Frazer Nash of the old pattern was made in 1939, but the Frazer Nash name re-appeared 8 years later attached to a thoroughly up-to-date car. Its power unit was developed jointly by AFN and Bristol, using the pre-war BMW Type 328 engine modified for higher output. In the Frazer Nash the 2-litre cross-push-rod operated ohv unit developed from 75 to 135bhp, depending on the stage of tune required. It was installed in a tubular chassis with transverse leaf independent front suspension and torsion bar rear suspension. There was a normal synchromesh gearbox and live axle. The Frazer Nash car was light – the chassis weighed 1.176lb – and held the road extremely well. The Frazer Nash High Speed Model of 1948 was developed into the Frazer Nash Le Mans Replica which gained a 3rd place in that race in 1949, as well as being the only British car to win the Targa Florio, in 1951. From 1953 a De Dion-type rear axle was used in some Frazer Nash cars, including the Frazer Nash Competition Model. When BMW began making a 2.6-litre V8 engine, this was put in the Frazer Nash Competition Model and in a new two-seater coupé, the Frazer Nash Continental. This was very expensive at £3.751. Only the BMW unit was available from 1957, increased to 3.2-litres in 1959. This was the last year at which Frazer Nash cars were seen at the Earls Court Motor Show and production of Frazer Nash ceased soon after that.

Source: Georgano, encyclopedia of motorcar; TRN

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American Austin (Bantam)

US, 1930 – 1941

(1) American Austin Co Inc, Butler, Pa. 1930 – 1934

(2) American Bantam Car Co, Butler, Pa. 1935 – 1941

This was a license-produced Austin Seven with mirror-image engine. Chevrolet-like styling, and fixed disc wheels with detachable rims, selling in sedan form at $445. Unfortunately Americans have never been keen on sub-compacts, and rumoured orders for 180.000 American Austin cars boiled down to a trickle of sales. The make’s first year was its best, and even then only 8.558 American Austin cars were sold. There were receiverships in 1932 and 1934, and no car at all were produced in 1935 or 1936. In 1937 the American Austin was renamed the Bantam, with styling by Alexis de Sakhnoffski, a new horizontal-barred grille, pressure lubrication, mechanical pump feed, and synchromesh. The 1940 Bantam models had enlarged 800cc engines with 3-bearing crankshafts, and the range now included a four-seater convertible as well as roadsters, tourings, station wagons and light commercials, but few found buyers. In the same year the Bantam company produced the first successful Jeep prototype with 4-cylinder Continental engine for the US Army. Though the big contracts went to Willys and Ford, Bantam not only rescued themselves but abandoned car manufacture for good.

Source: Georgano, encyclopedia of motorcar; MCS

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