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

Swift

GB, 1900 – 1931

(1) Swift Motor Co Ltd, Coventry, Warwickshire, 1900 – 1919

(2) Swift of Coventry Ltd, Coventry, Warwickshire, 1919 – 1931

Swift progressed from sewing-machines through bicycles, motor tricycles and quadricycles to cars. Their first Swift car was a voiturette with a tubular chassis, powered by an MMC single-cylinder engine of De Dion type, but with an original transmission system. There was direct drive on both the 2-forward speeds of the Swift car, provided by two rings of teeth on the crown wheel and two pinions. The design of the Swift car was unreliable, for the rear axle was unsprung and attached to a flexible chassis. This was soon dropped on the Swift car in favour of normal transmission, and the axle was sprung from 1903. These single-cylinder Swift cars, with various makers’ engines installed, were the only Swift car offerings until 1904, when an excellent Swift-made twin of 10hp was added. Bigger 3- and 4-cylinder Swift cars were made at the time, and in 1909 a short-lived single-cylinder 7hp Swift car, also sold by Austin was added, but most sales came from the 2-cylinder light Swift car. In 1912 this Swift car was replaced by a 7hp 2-cylinder cyclecar with shaft drive, made by the Swift Cycle Co Ltd. For 1914 the Swift Light Car, which Swift car was virtually the cyclecar with a pressed steel, in place of tubular, chassis, was offered by the Swift Motor Co Ltd. The Cycle Co made no further Swift cars, and the formation of Swift of Coventry in 1919 merged the two companies. An 1.100cc 4-cylinder Swift Ten replaced the 2-cylinder car in 1914. This Ten Swift car was continued after World War 1, with a new 2-litre Swift Twelve beside it. The latter Swift car had 4 forward speeds but was otherwise similar. After this, only 4-cylinder Swift cars were made, irrespective of current fashions. These Swift cars were immensely strong and simple, inefficient in terms of power output but not utility. The Swift Ten was redesigned on more modern lines in 1923. A slightly smaller engine with detachable head and coil ignition was made in unit on the Swift car with a 3-speed gearbox, though the model Swift car reverted to a magneto in 1925. As the 12/35hp Swift car, the Swift Twelve was brought up-to-date with the same features, becoming the 14/40hp Swift car in 1926. In the same year the Ten’s engine was enlarged to 1.200cc. Wire wheels were optional on Swift cars from 1927, and 4-speed gearboxes came in 1929. The 1930 Ten Swift car had a narrow ‘ribbon’ radiator shell, and was available with Swallow 2-door saloon coachwork as well as fabric saloon and tourer styles. This Swift car was supplemented in 1931 by the 8hp Cadet 2-door saloon which in its cheapest form the Swift car cost only £149. Swift cars could not compete with the mass-producers, however, and the Swift car make died shortly after.

CDN, 1911

Swift Motor Car Company of Canada Limited, Chatham, Ont.

One prototype Swift car, possibly based on the US Anhut, was produced by this Swift car firm of marine-engine builders.

Source: Georgano, encyclopedia of motorcar; TRN, HD

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