Buick

US, 1903 to date

(1) Buick Motor Car Co, Detroit, Mich., 1903

(2) Buick Motor Car Co, Flint, Mich., 1904 to date

David Buick’s first car followed conventional American design in having a flat-twin engine mounted amidships under the floor, a two-speed planetary transmission, and final drive by chain – but unusual were its mechanically-operated full overhead valves, a feature of all cars bearing the name of Buick to the present day, apart from Buick fours of the 1906 – 1909 period, which had side-valves in T-heads. Capacity was 2.6-litres, and it sold for $1.250. Developments of this original Buick model were selling in England for £294 in 1907, but there was already a companion 4.2-litre four with front-mounted engine, and 1908 saw a ‘square’ Buick four (95.2x95.2mm) with planetary transmission added to the range. In 1908 W.C. Durant formed General Motors, Buick being one of the original members of the group. In 1909 Bob Burman drove a Buick to victory in the first race ever held at Indianapolis Speedway. Sales had exceeded 30.000 Buick cars by 1910. For the next few years Buicks with English bodywork were sold in Britain first as ‘all British Bedfords’, and then as ‘Bedford-Buicks’. By 1912 planetary transmission had been dropped and 4-cylinder Buick cars were available in 2.7-litre, 3.3-litre and 5.2-litre sizes, still with rhd, but with the brake and gear levers faired into the driver’s door. Delco electric lighting and starting were standard on all Buick models by 1914, in which year Buick marketed their first six, the Buick B-55. Nearly 126.000 Buick cars were sold in 1916, and the company entered the post-World War 1 era with a 2.8-litre four and a 3.9-litre six, cars which brought Buick into fourth position in US sales, behind Ford, Dodge, and Chevrolet, all far cheaper vehicles; a Buick Six tourer cost $1795 in 1921.

Drastic change came in 1924. The Buick cars acquired front wheel brakes as standard equipment, while cylinder heads were now detachable, and the rounded radiator shell gave way to an angular, Packard-like outline that was to continue until 1928. Prices of Buick fours started at $935, and the cheapest Buick six was listed at $1565. The 6-cylinder cars became the staple in 1925 and the ‘back-to-front’ gear shift pattern shared with Dodge was discarded in 1927. The Buick cars were completely re-styled in 1929, when hydraulic shock absorbers were added, and the capacities of the two basic Buick models were increased to 3.8-litres and 5.1-litres respectively. Prices ran from $1.195 to $2.145, but for Buick customers with slenderer pockets there was the Buick Marquette. Buick went over to an all-straight-8 programme, still with overhead valves, in 1931. Expanding brakes were now standard at front and rear. Synchromesh was standardized on the more expensive Buick models and available as an extra on all, and was standardized throughout the range in 1932.

Buick’s evolution up to World War 2 followed General motors policy; cruciform-braced frame and no-draught ventilation in 1933, Dubonnet-type ifs in 1934, and turret-top styling, down-draught carburation and hydraulic brakes in 1936 with the Buick DA-series – one example of which became famous when it took Mrs Ernest Simpson into exile at the time of the British Abdication crisis. Despite Buick’s upper middle-class position in the GM sales picture, the 1937 range of 4.1-litre and 5.2-litre eights covered everything from a sedan on a 10ft 2in wheelbase at $855 up to a seven-seater Buick C090 limousine at $2095; prices in Britain, where the Buick cars were consistently well received between the Wars, were £500 and £865 respectively. 1938 Buicks had coil springing all round, and that year the Division produced GM’s first ‘dream car’, a two-seater convertible coupé styled by Harley Earl on a Roadmaster chassis. Buicks used the same engines up to 1952, though they came out with a 2-speed Dynaflow automatic transmission in 1948. In 1948 they pioneered the now popular hardtop convertible body with their Buick Riveira. The smaller engines were, however, enlarged to 4.3-litres in 1952, and the following year the Division’s first ohv V8 unit appeared; its capacity was 5.3-litres, and its output 188bhp. All 1954 Buicks used this type of engine.

Buick sales dropped in 1958, but the 1959 cars were style leaders with the delta tail and fins. Buick’s first effort at a compact car in 1961 was the Buick Special with an all-aluminium 155bhp, 3½-litres V8 engine, replaced the following year by a cast-iron V6, used also by Oldsmobile. The demand for cars with a sporting flavor resulted in the handsome Buick Riviera sports coupé of 1963, which by 1966 was giving 340bhp from 7 litres, and was capable of 120mph. Automatic transmission was, of course, standard. The 1966 Buick range had a more sporting atmosphere than in the past, and embraced the Buick Special with a 9ft 7in wheelbase and a choice of V6 or 4.9-litre V8 engines; the Buick Skylark with the same chassis dimensions and a 6.6-litre V8 engine; and the bigger Buicks in the shape of the 5½-litre Buick Le Sabre, the 6.6-litre Buick Wildcat, the Buick Electra, and the top-line Buick Riviera. These models continued without basic change until 1971, though concealed screenwipers (found on other GM cars of that year) and the option of front disc brakes came in 1967, and cylinder capacities were increased: the biggest V8 ran to 7046cc in that year, to 7456cc in 1970. The small 3½-litre V8 abandoned by Buick in 1963 was taken up by Rover of England in 1968 and was subsequently supplied by them to Morgan. The 1971 Buick station wagons featured glide-away tailgates. By 1972 all but the economy Buick Skylarks had front disc brakes as regular equipment. Engine outputs were reduced (from 370bhp to 250bhp in the case of the most potent V8), and the Buick Riviera was restyled in the Chevrolet Corvette hardtop idiom. Only V8s, of 5736cc and 7456cc, were offered in 1973; the Buick Skylark gave way to a new car with an old Buick name, the Century, that reverted to the single-headlamp layout.

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

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