Sunbeam

GB, 1899 – 1937, 1953 to date

(1) John Marston Ltd, Wolverhampton, Staffs., 1899 – 1905

(2) Sunbeam Motor Car Co Ltd, Wolverhampton, Staffs., 1905 – 1935

(3) Sunbeam Motors Ltd, London W.11, 1936 – 1937

(4) Sunbeam-Talbot Ltd, Ryton-on-Dunsmore, Warwickshire, 1953 – 1970

(5) Chrysler United Kingdom Ltd, Ryton-on-Dunsmore, Warwickshire, 1970 to date

John Marston’s tinplate and japanware firm, which had been making bicycles since 1887, built its first 4hp belt-driven prototype Sunbeam car in 1899, followed by another machine with a twin-cylinder engine in 1901. The first model Sunbeam car to see series production was, however, the diamond-formation and allegedly skidproof Sunbeam-Mabley voiturette with 2¾hp De Dion engine, a number of which were sold for £130 in the 1901-1904 period. More conventional was the 12hp Sunbeam car marketed under T.C. Pullinger’s direction in 1903, which was based on a Berliet design and had a flitch-plate frame, chain drive with Sunbeam cars patent oil-bath chain cases, and a 2.4-litre 4-cylinder engine with automatic inlet valves. A 3.6-litre 6-cylinder Sunbeam car was on the market briefly in 1904, but Sunbeam cars soon progressed to Shaw-designed T-head fours, though another short-lived six Sunbeam car appeared in 1907. Sunbeam cars great years started in 1909 when Louis Coatalen joined the Sunbeam car firm from Hillman. In that season the Sunbeam car company was offering three L-head fours with chain drive, and capacities of 3.4, 4.5 and 6.3-litres, plus an odd 3.2-litre twin-cylinder Station Cart Sunbeam car. Coatalen’s first effort was a T-headed 14/18hp Sunbeam car, available with either shaft or chain drive. This Sunbeam car was followed a year later by a 2.4-litre 12/16 on similar lines, but with pressure lubrication and on overdrive gearbox, while overhead valves were tried out on a racing Sunbeam car, the Nautilus, at Brooklands in 1910. An improved 12/16 Sunbeam car of 3-litres’ capacity with monobloc engine ran in the 1911 Coupe de l’Auto race, foreshadowing an immensely successful touring development which Sunbeam car sold initially for £375. This Sunbeam car had an L-head engine and was made up to 1921. In 74bhp racing guise the Sunbeam car scored 1-2-3 victory in the 1912 Coupe de l’Auto, following this up with a 3rd place in 1913. In 1914 Sunbeam car company built Henri-inspired twin-ohc 4-cylinder racers both for the Tourist Trophy and for the French Grand Prix, and at the outbreak of World War 1 the Sunbeam car range consisted of the 12/16 in standard and sporting forms, a 4-litre 16/20 Sunbeam car of similar general design, and a 6.1-litre 6-cylinder Sunbeam car rated at 25/30hp, all offered with electric lighting. The Sunbeam car company concentrated on aero engines during the war years, though a 4.9-litre twin-ohc 6-cylinder Sunbeam ca  was sent to Indianapolis in 1916 and took 3rd place, while Rovers took over production of the 12/16 for the Flighting Services. Renamed the 16, this Sunbeam car reappeared in civilian form with full electrical equipment at £790, along with a smaller vesion of the pre-war 25/30 Sunbeam car powered by a 4½-litre engine.

The Sunbeam car company amalgamated with Talbot and Darracq in 1920 to form the STD combine, and the next five years saw an energetic racing programme of Sunbeam cars. Twin-ohc 108bhp straight-8 Sunbeam cars were made for the 3-litre formula of the immediate post-war years, followed by some unsuccessful 2-litre fours, and finally the twin-ohc 6-cylinder ‘Fiats in green paint’, designed by Bertarione, which won the French and Spanish GPs in 1923, and this Sunbeam car ran supercharged in 1924, as well as having a long and distinguished competition career in later years. Chassagne won the Tourist Trophy on a 3-litre straight-8 Sunbeam car in 1922, while one of the regular 3-litre sports Sunbeam cars finished 2nd at Le Mans in 1925. Sunbeam cars took the World’s Land Speed Record five times in the 1922-1927 period: Lee Guiness started with 133.75mph on the 350hp V12 sprint Sunbeam car, a figure which Campbell subsequently raised, first to 146mph on the 4-litre V12, a Sunbeam car which was also used for road racing, and the following year he became the first man to exceed 200mph on land with the twin-engined chain-drive 45-litre Sunbeam car. Sunbeam cars last record car, the Silver Bullet of 1930, was unsuccessful.

Touring Sunbeam carss of the 1920s were cars of great refinement if not outstanding performance. The basic 16 and 24hp types Sunbeam cars were redesigned with push-rod overhead valves in 19222, ohc sporting versions being also listed, while a more modest 2-litre 14hp Sunbeam car with unit gearbox was available at £725. Front-wheel brakes arried on the 6-cylinder 16/50 Sunbeam car in 1924, and were optional also on the 14/40 Sunbeam car which replaced the 14hp model. An impressive 3-litre 6-cylinder twin-ohc sports Sunbeam car with dry-sump engine was made in small numbers between 1925 and 1930, but the Sunbeam car was ‘too fast for its chassis’ as well as being expensive to make and buy. A big straight-8 Sunbeam car with a push-rod engine, available in 4.8-litre and 5.4-litre forms, was introduced in 1926 at prices from £1.295 up and front-wheel brakes became standard on all Sunbeam cars. All Sunbeam cars had the V-radiator by 1927, when the fours were dropped, and the standard touring sixes were the 2-litre 16hp at £550, the 2.9-litre 20hp Sunbeam car at £750, and the 3.6-litre 25hp at £950, all with plate clutches, spiral bevel final drive, and cantilever rear suspension. Thereafter Sunbeam car design changed little, and sales of Sunbeam cars declined though quality was maintained. Semi-elliptic springs were found at the rear of the smaller 1930 Sunbeam carmodels, in 1931 the Sunbeam cars acquired hydraylic brakes and radiator shutters, and the 16’s engine was enlarged to 2.2-litres. The 1932 Sunbeam cars’ silent-third gearboxes gave way to synchromesh on 1933 16 and 20hp Sunbeams. That year there was also a 2.9-litre Speed Model Sunbeam car with crash box at £745, though its main competitor was STD’s other fast tourer, the Talbot 105. The old Sunbeam car firm’s last new model was a ponderous 1.6-litre ohv four, the Sunbeam Dawn of 1934, with preselector gearbox and independent front suspension. This Sunbeam car was offered again in 1935, along with the 20, the 25, and the Speed Model, but the collapse of the STD combine brought receivership and purchased by Rootes, and an ohv Roesch-designed 4½-litre straight-8 Sunbeam car announced for 1937 never went into production. There were no Sunbeams in 1938, and when the Sunbeam-Talbot range was announced for 1939 the Sunbeam car was based on the later Rootes Talbots.

The name of Sunbeam cars did not reappear until 1953, when it was given to a sports two-seater Sunbeam car of the 2.3-litre ohv 4-cylinder Sunbeam-Talbot 90, the Sunbeam Alpine, which sold for £1.269, and this Sunbeam car collected four Coupes des Alpes in that year’s Alpine Rally, following this up with a Gold Cup (for Stirling Moss) and a Coupe des Dames (for Sheila Van Damm) in 1954. In 1955 the basic 90 saloon Sunbeam car was marketed as the Sunbeam MK III, and further laurels included the Malling/ Fadum win in that year’s Monte Carlo rally. The type Sunbeam car was listed until 1957, being joined in 1956 by a Hillman Minx-based sports saloon, the Sunbeam Rapier, with a 1.4-litre square 4-cylinder 62bhp engine, unitary construction, and overdrive as standard equipment, at £986. This Sunbeam car did well in subsequent Alpines and Monte Carlo Rallies, as well as winning its class in the 1956 Mille Miglia, and by 1958 the Sunbeam car had grown up to 1½-litres and 68bhp, acquiring a less Hillman-like grill in the process, though overdrive was now an extra. A sports two-seater Sunbeam car, another Alpine, with integral construction, was listed for 1960, and subsequent evolution was on regular Rootes lines: diaphragm clutches in 1964, with the option of automatic on the Alpine, all-synchromesh gearboxes in 1965, and 1.7-litre 5-bearing engines in 1966. 1964 brought two new developments of the basic theme Sunbeam car, an Italian-bodied Venezia sports saloon based on the Humber Sceptre, and the Tiger Sunbeam car, which was an Alpine with rack-and-pinion steering and a 4.3-litre, 164bhp Ford V8 engine, this despite the Rootes-Chrysler conncection. In 1966, the Rapier V, Alpine V, and Tiger comprised the Sunbeam car name. A 51bhp Sunbeam car-version of the Imp was available in the home market in 1967, and this Sunbeam car was followed by the more sporting Stiletto coupé for 1968.

An entirely new Rapier Sunbeam car on Hillman Hunter lines was announced for that year, its fastback styling inspired by Plymouth’s Barracuda. It had an 88bhp engine, a close-ratio gearbox, and overdrive as standard.

During 1968 the old Sunbeam Alpine was discontinued (the Tiger had already gone), and the Rapier range was rounded out, first by the H120 of 1969 with twin-carburettor Holbay-tuned engine giving 105bhp and Rostyle wheels, and then by the Alpine, a simplified version of the basic theme introduced for 1970. These three fastback Sunbeam cars were still being made in 1973, along with the Sunbeam Sport based on the Imp saloon. The Stiletto was discontinued during 1972.

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

Aston Martin

GB, 1922 to date

(1) Bamford and Martin Ltd, London, W.8, 1922 – 1925

(2) Aston Martin Motors Ltd, Feltham, Middlesex, 1926 – 1929

(3) Aston Martin Ltd, Feltham, Middlesex, 1929 – 1957

(4) Aston Martin Lagonda Ltd, Newport Pagnell, Bucks, 1958 to date

The Aston Martin’s reputation has always far transcended its small-scale production. The first prototype was evolved by Lionel Martin and Robert Bamford in 1914, the Aston part of the name deriving from the Aston Clinton hill-climb. It used a 1.4-litre side-valve Coventry-Simplex engine in an Isotta-Fraschini voiturette chassis, and was followed by a second Aston Martin prototype in 1919. Aston Martin production started in 1922 with a larger 1½-litre side-valve engine in a chassis with 4-speed gearbox and semi-elliptic springs all round. A complete Aston Martin car for sale cost £850, and about 60 were made up to 1925. Successes included 2nd place in the 1922 200-Mile Race at Brooklands, and the collection of a number of world records in the same year. Front-wheel brakes were standard from 1923, and several overhead-camshaft engines were evolved for racing, initially of single-cam type, but later in 16-valve (1922) and 8-valve (1924) twin-cam forms, the former developing 54bhp. These Aston Martin cars were generally less successful than the production side-valves. The Aston Martin company exhibited at Olympia in 1925, but was wound up a few weeks later.

A comeback was staged in 1926, the new Aston Martin machine being an ohc 1½-litre designed by A.C. Bertelli. This was tested in an Enfield-Allday racing chassis and went into production at Feltham in 1927 in 50bhp form, with 4-speed separate  gearbox, dash-mounted steering box, and David Brown worm final drive. Bodies were the work of Bertelli’s brother Enrico, and early Aston Martin sports models weighed only 2.128lb complete. A 63bhp dry-sump competition engine was made in 1928, and two dozen Aston Martin cars had been delivered by 1929. The dry-sump engine was standardized in 1930 and the Aston Martin 1½-litre model had a long and distinguished competition history: 6th in the ‘Double-12’ at Brooklands in 1931, the award of the Biennial Cup at Le Mans in 1932, 5th at Le Mans in 1933 and 3rd in 1935, in which year a class win was recorded in the Mille Miglia. In 1938, two years later the Aston Martin 1½-litre had gone out of production, Polledry took 2nd place in the Bol d’Or 24-Hour Race, and a similar car was actually 5th as late as 1951.

Finance was always a problem; there was a brief marketing link with Frazer Nash in 1931 and in 1933 the Aston Martin firm came under the direction of R.G. Sutherland, who retained control until after World War 2. In 1932 the Aston Martin 1½-litre acquired bevel drive and a unit gearbox of Moss make, being sold in 55bhp touring and 70 bhp sports versions, while the handsome Aston Martin MkII of 1934-1936, though it now weighed 2.576lb, was capable of 85mph and sold for £610. Aston Martin’s best sales year was 1933 with 105 cars delivered. The 80bhp Aston Martin Ulster model of 1935 could exceed 100mph. An Aston Martin 2-litre model, still with ohc was prepared for the cancelled 1936 Le Mans race and replaced the 1½-litre the following season, with wet-sump lubrication, synchromesh gearbox and Girling brakes at £575; a dry-sump Aston Martin Speed Model version was still available for £200 more. Prices were slashed to £495 in 1939, in which year the Aston Martin Speed Model was sold with aerodynamic bodywork and the Cross rotary-valve engine was tried, but not adopted. There were also wartime experiments with the Atom saloon with tubular chassis-body structure and Cotal gearbox, but the first post-war Aston Martin for sale, a Claude Hill design, featured a short-stroke pushrod 2-litre engine, independent front suspension, a hypoid back axle, hydraulic brakes and, for the first time, coil ignition. One of these Aston Martin cars won at Spa in 1948, but very few were made, even after the acquisition of the company by David Brown group in 1947.

In 1949 the 2.6-litre twin ohc 6-cylinder engine designed by W.O. Bentley for Lagonda (also part of the David Brown empire) was installed in an aerodynamic Aston Martin coupé using a space-frame with square-section tubes. It ran at Le Mans, reaching production status in 1950 as the Aston Martin DB2 available in 107bhp and 123bhp Aston Martin Vantage forms at a price of £1.915. These cars did well at Le Mans in 1950 and 1951, as well as winning their class in the 1951 Mille Miglia; they led to some out-and-out sports-racing machines, the Aston Martin DB3 (for sale in 1952), with Eberhorst-designed structure and 5-speed gearbox, and the 2.9-litre Aston Martin DB3S (for sale in 1953), which developed  210bhp and reverted to four forward speeds. Three wins in the Goodwood 9-Hour Sports-Car Race, and place at Sebring and 5th in the Mille Miglia in 1953, and twosuccessive 2nd places at Le Mans (1955 and 1956) made the David Brown Astons a powerful force in international racing. The touring Aston Martin DB2 acquired rather occasional rear seats in 1954 and a 140bhp 2.9-litre engine in 1955.

1956 saw the first of two unsuccessful forays into Formula I (the second was in 1959), and the début of the Aston Martin DBR series of sports-racers with space frames and De Dion rear axles, the first Aston Martins to have disc brakes. These were raced in 2.5-, 2.9-, and 3.7-litre forms and scored three successive wins in the Nürburgring 1000-Kilometre race, a win at Spa in 1957, a 1-2-3 victory in the 1958 T.T., and finished 1st and 2nd at Le Mans in 1959. Also in 1959 Aston Martin became the first and only British makers to win the Sports Car Constructors’ Championship. The MkIII version of the Aston Martin DB2/4 (for sale in 1957) had front disc brakes, and could be had with overdrive or automatic gearbox – factory options which are found on all later Aston Martins. Manufacture was transferred to the former Tickford body works (which had made the N.P. car in the 1920s) at Newport Pagnell in 1958. 1959 saw a detuned 240bhp version of the 3.7-litre DBR engine installed in the Aston Martin DB4, an Italian-styled sports saloon with platform frame, trailing-link and coil rear suspension and all-round disc brakes. A 302bhp short-chassis GT version capable of 170mph followed in 1960. A 255bhp Vantage engine was an option on the standard chassis in 1962, and the 4-litre Aston Martin DB5 for sale in 1964  had alternator ignition, a diaphragm clutch and the new transmission option of five forward speeds. The 5-speed box was standard in the 282bhp Aston Martin DB6 which sold in 1966 for £5.084. A 325bhp Vantage version was also available. An additional 1967 Aston Martin model had coupé bodywork by Superleggera Touring of Italy – a return to two-seaters after a lapse of several years. In December 1966 it was announced that the Aston Martin company was developing a 5-litre V8 racing engine to be installed in a Lola chassis. New for 1968 was the Aston Martin DBS coupé with four headlamps and De Dion rear axle, and in 1970 Mk2 versions of the Aston Martin DB6 had power steering as standard and fuel injection as a regular option. A new Aston Martin DBS was powered by Aston Martin’s V8, a 4ohc 5.4-litre unit developing 375bhp; transmission options were a 5-speed ZF gearbox or Chrysler Torqueflite automatic. In 1972 Ogle produced their Karen-styled version of this car with 22 rear lamps, Sundym glass and headlamp washers. Aston Martin changed hands in April of that year, and the 6-cylinder cars were discontinued.

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