Cadillac

US, 1903 to date

(1) Cadillac Automobile Co, Detroit, Mich., 1903 – 1905

(2) Cadillac Motor Car Co, Detroit, Mich., 1905 to date

The ‘Standard of the World’ started humbly as a single-cylinder car selling for $750. Henry M. Leland, its creator, had been associated with Henry Ford and has also built engines for Oldsmobile. The Model-A Cadillac was markedly similar to the early Fords in having a horizontal underfloor engine, 2-speed planetary transmission and central chain drive via a spur-type differential, but Cadillac’s 1½-litre inlet over exhaust power unit had one cylinder where Ford used two. There was no bonnet on the early Cadillac models. This very successful design remained in production until 1908, later improvements including rack-and-pinion steering, transverse front suspension and a dummy bonnet. The Cadillac marque was introduced to Britain by F.S. Bennett, who in 1908 conducted a ‘standardization test’ at Brooklands. Three single-cylinder Cadillac cars were dismantled and the parts mixed up – they were then reassembled and the vehicles run on the track. The R.A.C. awarded Cadillac the Dewar Trophy for this achievement.

A 30hp 4-cylinder Cadillac car with separate cylinders and copper jackets was announced for 1906 and 75.000 of this type Cadillac were sold before it was discontinued in 1914. The original planetary transmission gave way first to a conventional 3-speed box, and finally in 1914 to a 3-speed box with 2-speed back axle. Cadillac was one of the firms organized into the General Motors group in 1909 by W.C. Durant, and in 1910, when a 4-cylinder Cadillac tourer could be bought for $1600, the company was claiming that tolerance on 112 parts of the car were accurate to one-thousandth of an inch. 1912 saw a most important Cadillac innovation: the standardization of the Delco system of electric lighting and starting on the Cadillac, now of 5½-litres capacity and capable of 60mph. The first left-hand drive Cadillac of 1915 was also the first of the company’s V8s, to become as much a hallmark of the breed as were Buick’s overhead valves. Inspired by the De Dion Bouton of 1910 it had 5.1-litre engine and sold for $2700. 13.000 V8 Cadillac  cars were sold in the first year of production and the model was widely used by the U.S. Army in World War 1. Cylinder heads were detachable from 1917 on, and 1924 Cadillac versions had Duco cellulose finish and front wheel brakes.

In 1927, when 47.000 Cadillac cars were sold, a less expensive companion make, La Salle appeared, and the cars were restyled in 1928. The synchromesh gearbox made its world debut with the 1929 Cadillac models, which also featured chromium plating and safety glass, with a price range from $3.295 to $5.995. 1930 saw the advent of the ohv Cadillac V16 of 7.4-litres, which gave 185bhp and had a wheelbase of 12ft 4in. This sold at an average rate of 500 Cadillac cars a year for eight seasons in the $6.000-$9.000 price backet. It was joined in 1931 by an equally impressive ohv 6-litre V12 Cadillac for sale. Improvements over the next few years included power brakes (1931), ride control (1932), no-draught ventilation (1933), Dubonnet type independent front suspension (1934) and ‘turret-top’ all-steel bodies (for sale in 1935). 1938 Cadillac models had column change as standard, a year ahead of other GM products, while the V12 and V16 were dropped in favour of a side-valve short-stroke Cadillac 16-cylinder model which was made until 1940. Another new model for Cadillac in 1938, the 8-cylinder Cadillac Sixty Special, anticipated GM’s 1940 styling with its absence of running boards and 4-light sedan bodywork. 5.7-litre side-valve V8s in three wheelbase lengths made up the 1941 Cadillac range, on which Hydramatic transmission was optional for the first time.

The post-war era was to see Cadillac outstrip all its competitors in the top-price class and become an international symbol of wealth. Sales climbed from 66.000 cars in 1941 to 103.857 Cadillac cars in 1950, and to a new record of 165.959 Cadillac cars in 1964. Tail fins made their first appearance on Cadillac’s 1948 fastback coupé, and in 1949 Cadillac, along with Oldsmobile, adopted overhead valves and oversquare cylinder dimensions, their new 5.4-litre engine developing 160bhp. Cadillacs were raced at Le Mans in 1950 by Briggs Cunningham and the Cadillac engine was also used in export editions of Britain’s J2. Allard. Power output increased steadily: 190bhp in 1952 (by which time manual transmission was no longer offered), 210bhp in 1953 (when a 12-volt electric system was standardized), and 230bhp in 1954, the year when panoramic wrap-around windscreens and power-assisted steering became standard on the Cadillac for sale.

The expensive Cadillac Eldorado Brougham of 1957 (it cost over $13.000) was the first car to have air suspension (dropped after a few seasons) as standard equipment, while Cadillac, along with Lincoln, started the fashion for four headlamps, that later became universal in the USA. 1966 Cadillac cars featured GM’s perimeter-type chassis frame, a 340bhp 7-litre engine, variable-rate power steering, full air conditioning, electric door locks and seat controls, a time switch for the headlamps and a six-position steering wheel. Prices started at $4.650. In 1967 Cadillac set a new sales record of 213.161 cars, bettered in 1969 with 266.798/ They introduced a fwd car on Oldsmobile Toronado lines, the Fleetwood Cadillac Eldorado with torsion-bar ifs, self-levelling suspension, and front disc brakes, these last being applied to the more expensive Cadillac Fleetwoods with conventional drive, and to all the 1969 Cadillac range. Capacity of the Cadillac V8 engine was increased – to 7.735cc in 1968 and to 8.2 litres in 1970, but otherwise there were no major changes. In 1973 Cadillac were one of the few firms offering a nine-seater limousine: the Cadillac 75 with a wheelbase of 12ft 7½in and an overall length of 20ft 8in.

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

Singer

GB, 1905 – 1970

(1) Singer & Co Ltd, Coventry, Warwickshire, 1905 – 1936; Birmingham, 1927 – 1936

(2) Singer Motors Ltd, Coventry, Warwickshire, 1936 – 1956; Birmingham, 1936 – 1956

(3) Singer Motors Ltd, Ryton-on-Dunsmore, Warwickshire, 1956 – 1970

The Singer cycle firm acquired the manufacturing rights of the Perks and Birch motor wheel in 1901, and made front-wheel drive Singer tricycles as well as motor bicycles. These gave way to a line of conventional Singer tricars, which were still available as late as 1907 with water-cooling, wheel-steering and 6hp and 9hp engines. Car production started in 1905 with a 15hp 3-cylinder Singer car designed by Alex Craig, and made under licence from Lea-Francis. This Singer car had horizontal cylinders with overhead camshafts and 30in connecting-rods, and final drive was by chain. 2-cylinder versions Singer cars were also made, but the beginning of a new line Singer cars came with a conventional 2.4-litre 4-cylinder in 1906: an experimental 6-cylinder engine was exhibited in a Singer car, but not offered for sale. Only orthodox Singer cars with front vertical engines were listed in 1907, the smaller ones (a short-stroke 900cc twin Singer car, a 1.4-litre 3-cylinder, and a 1.8-litre 4-cylinder) having T-head White and Poppe power units, the larger fours Singer cars of 2.4-litres and 3.7-litres using Aster engines. Thereafter White and Poppe engines were standardized in Singer cars, and in 1909, when the Singer car company was reorganized, there was a 2.5-litre Singer sixteen with 3-speed gearbox and all brakes on the rear wheels, this Singer car selling for £380. L-head fours of 2.6-litres and 3.3-litres were introduced on Singer cars for 1911, in which year the biggest Singer car had worm drive, Sankey steel detachable wheels were featured, and the circular motif in the radiator core was discarded. The White and Poppe-powered Singer cars had quite a brisk performance, G.O. Herbert’s ‘Bunny Junior’ being capable of 3.000rpm, and wresting the Brooklands 16hp class records from Coatalen’s Sunbeam, while a modified 15hp Singer car with lengthened stroke and overhead inlet valves ran in the 1912 Coupe de l’Auto. This year saw the introduction of Singer cars first best-seller, the 1.100cc L-head Singer Ten with pair-cast cylinders and 3-speed gearbox in unit with the back axle. Though qualifying as a cyclecar in terms of weight, the Singer car was in fact one of the first modern baby cars, and sold for £185: Haywood’s tuned Singer car put 72 miles into the hour at Brooklands, and the fortunes of the Rootes brothers’ motor business were founded on the sale of this Singer car. The following year Singer cars own engines spread up the range with a new monobloc 2.4-litre fourteen, this Singer car was available with electric lighting, and fitted with Singer-made shock absorbers. By the outbreak of World War 1 only the big 20hp Singer cars retained the White and Poppe unit, and very few of these Singer cars were made. Singer motorcycle manufacture ceased in 1915, and the few Singer Tens being made to civilian account had a new rounded radiator and electric lighting. Singer Tens were also supplied to the Armed Forces during the war.

The first post-war 1 years saw for Singer cars a concentration on the 10hp model, now with full electrics, but otherwise little changed. A 60mph sports version Singer car cost £500 in 1920, and 33bhp was claimed from a racing Singer car which ran in the 1921 200 Mile Race. In 1922 the gearbox was placed amidships, and by 1923 the Singer car had been completely redesigned with an ohv monobloc engine and unit box. For one reason only (1923) a cheapened Singer car was offered under the Coventry-Premier name, this being a motorcycle and cyclecar concern which the Singer car company had acquired in 1921.

It was in 1921 that a trend towards a complicated Singer car range began which was to bring about the Singer car firm’s subsequent financial difficulties, though in 1928 Singer cars ranked third behind Morris and Austin among all-British private-car manufacturers. Their first production six Singer car was available in 1922, this Singer car being a long-stroke 2-litre with side valves, thermos-syphon cooling, magneto ignition, 3-forward speeds, spiral bevel final drive, and disc wheels, selling for £675. 4-wheel brakes were optional on this Singer car model in 1924, and had spread to the Singer Ten two years later, and a smaller 1.8-litre ohv power unit was introduced in a Singer car in 1927. Also in 1924 fabric bodies were listed for Singer cars, though curiously enough Singer cars avoided these during the late 1920s when fabric was fashionable. By 1927 also the Singer Ten had grown up into a 1.3-litre Subger Senior with plate clutch, and a new and very successful baby Singer car had come on the scene in the shape of the 848cc ohc Singer Junior, initially this Singer car was with 3-speed gearbox and brakes on the rear wheels only. The Singer car was a roomy four-seater with 4 doors, a 7ft 6in wheelbase, and a price of only £418.10s., and this Singer car was made until 1932, as well as being the ancestor of all Singer car models up to the Rootes takeover in 1956. 1928 brought the abandonement of cone clutches in Singer cars, the provision of 4-wheel brakes on the Singer Junior, and the introduction of an improved 42bhp 1.9-litre ohv six with a 7-bearing crankshaft. There was also a short vogue for fully convertible saloon Singer cars with wind-down roofs. 1930 Singer cars had wire wheels and coil ignition, but things became impossibly complicated for Singer cars in the 1931-1933 period, when the Singer car marque went in for ribbon radiator shells, not to mention the ‘Kaye Don’ six with waterfall-style radiator grille and twin carburetors, selling for £480. Eight models Singer cars were listed in 1932: the Singer Junior with 4 speeds and rear tank, a 972cc Singer Junior Special version destined to grow up into the Singer Nine, both Singer cars with overhead camshafts, a sv 1.3-litre 4-cylinder Singer Ten, and four 6-cylinder Singer cars ranging from a short-lived 1½-litre sv 12/6 at £235 up to the big ohv push-rod Singer Kaye Don. Hydraulic brakes were standardized on all Singer cars but the biggest six in 1933, when the first 972cc sports Singer Nine was introduced; these Singer cars challenged MG and did very well in reliability trials, which suited their rather low gearing. In standard form the Singer car offered 70mph and 5.300rpm for £185, though even the 4th place (and best-placed British car) by a Singer car in the 1937 TT failed to make up for the catastrophe of the 1935 race, when the whole Singer car team was eliminated by spectacular steering failures. This unfortunate affair also sounded the death-knell of an excellent 4-bearing 1½-litre sporting six Singer car introduced during 1933.

The permutations went on. Singer cars own ‘perm-mesh’ clutchless change came in 1934, in which year there was also a 1½-litre ohc Singer Eleven with independent front suspension and fluiddrive transmission at £245. This Singer car could be bought with a fullwidth aerodynamic saloon body known as the Airstream. All 1935 Singer cars had ohc engines, fluidrive and independent front suspension being applied also to the de luxe 9hp saloon Singer car and the 2-litre 6-cylinder Singer car model  at the top of the range. In 1936 there were six modelsof Singer cars, cheapest of which was the 9hp Bantam Singer car with 3-speed gearbox, electric pump feed and 12-volt electrics, looking very like the Morris 8, and competitively priced at £120 for open models. Enevitably another reorganization of the Singer car company followed, and more models. A 42bhp Singer Twelve with an engine of just over 1½-litres’ capacity sold for £225, this Singer car had an X-frame, and market a reversion to the beam front axle, but a similarly-powered sports model Singer car was almost stillborn, and after 1937 there were no more true sports Singer cars or 6-cylinder models. Instead, a 1.2-litre Singer Ten with the option 3 or 4 forward speeds was listed for 1938 at prices from £168.10s. up, and the Singer car company’s confidence in its ohc power units was reflected in the issue of a bore guarantee with the 1939 Singer cars. The Singer Nine (now of 1.074cc) reverted to mechanical brakes, and a semi-sports roadster style was offered as an alternative to the saloon Singer car on this chassis. 1.100cc and 1½-litre engines were supplied to HRG, who continued to use Singer car power units for the rest of their series-production career.

After World War 2 Singer car production was concentrated at the Birmingham works (opened in 1927), and Singer re-introduced their pre-war types. In 1948, however, the saloon Singer cars were replaced by a full-width, slab-sided 1½-litre model, the Singer SM 1500. This Singer car retained a separate chassis, and featured column change, hypoid final drive, and coil-spring independent front suspension. At £799 the Singer car was more expensive than its rivals, and sales of Singer cars slumped once the era of the seller’s market came to an end. Neither this nor the improved 1951 1½-litre roadster Singer car, also with independent front suspension, could compete against the big manufacturers. None of the Singer car company’s subsequent innovations – the option of twin-carburettor power units in 1953, experiments with a fiberglass-bodied roadster in 1954, or the Singer Hunter saloon of 1955 with conventional radiator grille, fiberglass bonnet to and (on paper, at any rate) a rather expensive twin-ohc engine as an alternative – could save the day for Singer cars. Early in 1956 Rootes Motors purchased Singer car company, and by the end of the year the Hunter had been replaced by a Hillman Minx-based Gazelle retaining Singer’s 52bhp ohc engine. Even this last vestige of the old days had been phased out of production by the end of 1958, and since then the name of Singer cars had been carried by de luxe variants of the basic Hillman types, acquiring such Hillman improvements as optional automatic transmission in 1960 and hypoid final drive in 1961.

At the beginning of 1970 the Singer car range consisted of the rear-engined ohc Chamois (Imp), and the 1.469cc Gazelle and 1.725cc Vogue, both members of the Arrow family corresponding to Hillman’s Minx and Hunter. All these disappeared soon afterwards as part of the rationalization the Chrysler Corporation imposed on the old Rootes Group.

US, 1915 – 1920

Singer Motor Co Inc, Mount Vernon, N. Y.

The Singer car was the successor to the Palmer-Singer car, which had been produced since 1906, and was one of the finest and most expensive luxury cars manufactured in America in its few years of existence. Distinguished by a sharply pointed radiator and a wide choice of custom bodies from leading coachbuilders, the Singer cars produced between 1915 and 1919 were powered by a Herschell-Spillman 6-cylinder engine. In 1920, the series HEH20 line of Singer cars was introduced. This series Singer cars, which proved to be the last, had a 12-cylinder Weidely engine. Prices on the last Singer cars were as high as $9.000. Wire wheel were standard on Singer cars.

Source: Georgano, encyclopedia of motorcar; MCS, KM

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