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

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Steyr

Austria, 1920 – 1940, 1953 to date

(1) Österreichische Waffenfabriks-Gesellschaft AG, Steyr, 1920 – 1926

(2) Steyr-Werke AG, Steyr, 1926 – 1935

(3) Steyr-Daimler-Puch AG, Steyr, 1935 – 1940

(4) Steyr-Daimler-Puch AG, Graz, 1953 to date

As an arms factory Steyr had to look for new employment after World War 1 and put into effect an earlier plan for starting Steyr car production. In 1920 their first Steyr car model appeared under the name of Waffenauto, designed by the famous Hans Ledwinka. This Steyr car had a 6-cylinder 12/40PS ohc engine of 3.325cc capcity. This first model Steyr car laid the foundation fot the excellent reputation of Steyr cars. Ledwinka left the Steyr car company in 1921, but subsequent Steyr car models were based on his designs. The Steyr Type IV was a 4-cylinder 7/23PS 1.814cc. The Type VI Sports was very successful both as a touring and as a sports car; this Steyr car had a 6-cylinder 15/90PS 4.014cc engine, while the VI Klausen sports and racing version Steyr car was powered by a 19/145PS 4.890cc unit. A third place in the 1923 Targa Florio was one of the successes of these Steyr cars. A range of other 6-cylinder models Steyr cars followed, of which the 6/30PS, 1.560cc Type XII Steyr car was notable for its independent rear suspension, though it retained semi-elliptics at the front. In 1929 Ferdinand Porsche, who had returned to Austria after working with Mercedes, was engaged as chief engineer for Steyr cars. His first Steyr car design was the 6-cylinder, 8/40PS, 2.078cc Type XXX. However, Porsche stayed only for one year with the Steyr car company. His last design for Steyr cars was the Steyr Austria, a big 8-cylinder model of 100bhp and 5.3-litres, but this Steyr car only appeared in prototype form. The same bank was giving Steyr cars and Austro-Daimler cars financial backing and they did not want both companies to build large cars. A community of interests was formed between Steyr and Austro-Daimler in 1929, and this led to a merger in 1935. About 500 1.2-litre Opels were made under licence by Steyr cars in 1932, followed by a range of popular models of Steyr car design: the Steyr 100 (4-cylinder, 32bhp, 1.385cc), the Steyr 120 (6-cylinder, 50bhp, 1.990cc), the Steyr 200 (4-cylinder, 35bhp, 1.498cc) and the Steyr 220 (6-cylinder, 55bhp, 2.260cc), now with all wheels independently sprung. In 1936 the Type 50 Steyr car appeared with a 4-cylinder, opposed engine of 22bhp and 984cc. This Steyr car was developed into the 25bhp, 1.158cc Type 55 Steyr car in 1938. These Steyr cars were very popular and economical cars with aerodynamic integral construction, but production of Steyr cars had to cease in 1940 as a result of World War 2, after about 13.000 Steyr cars of the two types had been built.

Production of Steyr cars was not resumed after the war, but from 1949 Fiats were assembled for the Austrian market. In 1953 there was a special version of the 1900 powered by a Steyr-designed 1.997cc engine, available in 65bhp and 85bhp forms, and with a 4-speed gearbox as an alternative to the 5-speed Fiat type. In 1957 the Steyr car company started to make Fiat’s Nuova 500, with revised rear suspension and their own 493cc engine. This evolved into the hotter 650cc 650T and 650TR; the latter Steyr car was good for 85bhp and became amajor force in rallies, gaining the Pole Sobieslaw Zasada the 1966 European Championship. This exciting little Steyr car was not, however, catalogued after 1968, and 1973’s staple offering was the standard Steyr-Puch 500 in 20bhp form.

Source: Georgano, encyclopedia of motorcar; HON

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