Ansaldo

Italy, 1919 – 1936

(1) SA Ansaldo Automobili, Turin, 1919 – 1932

(2) Construzione e Vendita Automobili Ansaldo, Turin, 1932 – 1934

(3) Ansaldo – Ceva SA, Turin, 1934 – 1936

One of Italy’s biggest engineering groups, Ansaldo turned their idle aero-engine works over to Ansaldo car manufacture in 1919, their Soria-designed range being intended for volume production in competition with FIAT. The advanced 4-cylinder ohc engines contrasted with the 3-speed gearboxes, central change, wooden wheels, and austere, Chevrolet-like tourer bodywork, but even the basic 1.847cc Ansaldo 4A car was capable of 55mph, and by 1922 it had been joined by the 2-litre Ansaldo 4CS car for sale that managed 70mph on an output of 48bhp. FIAT, however, were making five times as many cars. In 1923 there came both four-wheel brakes and a six, the 2-litre Ansaldo 6A car with coil ignition. In 1926 there was even a cheap Ansaldo car for sale with 1½-litre, the Ansaldo 10 car with transverse front suspension. The 1927 Ansaldo sixes had 2.2-litre engines and four forward speeds; the latter, long with coil ignition, were found on the bigger fours by 1928. Unfortunately Soria’s resignation in 1927 left Ansaldo with no new ideas, though his final efforts reached the market in 1929 and were the company’s staples after 1930. The Ansaldo 18 for sale was merely an enlarged 2.8-litre six, but the Ansaldo 22 car for sale, was a large and luxurious 3½-litre pushrod straight-8 on an 11ft 2in wheelbase, distinguished by its disc wheels with quick-detachable rims. These were a product of Ruotificio Italiano, an Ansaldo subsidiary. In 1932 the CEVA concern was organized to take over the stock of 400 unsold Ansaldo 18 and Ansaldo 22 chassis, and these were still available, with restyled body work, as late as 1936.

Source: Georgano, encyclopedia of motorcar; MCS

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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