Frazer-Nash

GB, 1924 – 1960

(1) Frazer Nash Ltd, Kingston on Thames, Surrey, 1924 – 1925

(2) William G. Thomas & Frazer Nash Ltd, Kingston on Thames, Surrey, 1925 – 1926

(3) A.F.N. Ltd, Isleworth, Middlesex, 1926 – 1960

After Captain A. Frazer Nash left GN Ltd, the company he had helped to found, he at first made orthodox family Frazer Nash cars with shaft drive and water-cooled 4-cylinder engines of Deemster extraction. However, only a handful of light cars were made before Frazer Nash reverted to type. His new Frazer Nash car of 1924 was based largely on the GN, retaining its dog-clutch gear-change, separate chains for each of the three forward speeds, solid rear axle, hard quarter-elliptic suspension and high ratio steering. After the Plus-Power engine, Frazer Nash adopted the sv water-cooled 4-cylinder 1½-litre Anzani unit, giving 40bhp. Thus the GN’s combination of simplicity, strength, modest price, low weight and high powere were combined in a still brisker sporting machine. The Frazer Nash, together with the Aston-Martin, was Britain’s nearest answer to importe sports cars in the Bugatti Brescia class. It was so popular that the Frazer Nash remained in production, basically unchanged for 15 years, even though clutches and chain drive had been outmoded when the Frazer Nash was first introduced.

The principal alternations were to the power unit. A Meadows engine of the same size, but with overhead valves, and giving 50bhp, supplemented and then replaced the Anzani from 1929 and four forward speeds were provided on the Frazer Nash. Alternatively available from 1934 was the 1½-litre single ohc Frazer Nash engine, known as the Gough after its designer. This unit normally delivered 60bhp, but was also available supercharged in the Frazer Nash Shelsley or Frazer Nash TT replica chassis which had cantilever front springs. The Frazer Nash model names applied to the chassis, which could be fitted with any engine. Thus some Frazer Nash Shelsleys were equipped with the twin ohc 1.675cc 6-cylinder Blackburne, which was a smoother, more flexible unit.

It was clear that such a fundamentally primitive design could not last for ever, however efficient. H.J. Aldington, who had gained control of AFN Ltd in 1929, sought an alternative by importing the German BMW from 1934 – the BMW Type 319 engine was used in the chain-driven Frazer Nash chassis. The last Frazer Nash of the old pattern was made in 1939, but the Frazer Nash name re-appeared 8 years later attached to a thoroughly up-to-date car. Its power unit was developed jointly by AFN and Bristol, using the pre-war BMW Type 328 engine modified for higher output. In the Frazer Nash the 2-litre cross-push-rod operated ohv unit developed from 75 to 135bhp, depending on the stage of tune required. It was installed in a tubular chassis with transverse leaf independent front suspension and torsion bar rear suspension. There was a normal synchromesh gearbox and live axle. The Frazer Nash car was light – the chassis weighed 1.176lb – and held the road extremely well. The Frazer Nash High Speed Model of 1948 was developed into the Frazer Nash Le Mans Replica which gained a 3rd place in that race in 1949, as well as being the only British car to win the Targa Florio, in 1951. From 1953 a De Dion-type rear axle was used in some Frazer Nash cars, including the Frazer Nash Competition Model. When BMW began making a 2.6-litre V8 engine, this was put in the Frazer Nash Competition Model and in a new two-seater coupé, the Frazer Nash Continental. This was very expensive at £3.751. Only the BMW unit was available from 1957, increased to 3.2-litres in 1959. This was the last year at which Frazer Nash cars were seen at the Earls Court Motor Show and production of Frazer Nash ceased soon after that.

Source: Georgano, encyclopedia of motorcar; TRN

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REO

US, 1904 – 1936

(1) R.E. Olds Co, Lansing, Mich., 1904

(2) Reo Car Co, Lansing, Mich., 1904

(3) Reo Motor Car Co, Lansing Mich., 1904 – 1936

The REO car name derives from the ititials of Ransom E. Olds, who left Oldsmobile to form a new company. The first REO cars were single-cylinder 8hp runabouts with under-floor engines, dummy bonnets, planetary transmissions, and chain drive; the REO car sold for $685, reduced to $500 by 1909. A companion 16hp twin REO car at $1.250 had a capacity of 3.4-litres and a carburetor for each cylinder. These represented the REO car company’s main effort up to 1909, though a short-lived four REO car had been marketed in 1906. 1911/ 1912 brought the REO car the REO Fifth, another 4-cylinder REO car with 3.7-litre ioe engine, which offered central change and left-hand drive for $1.055.

REO cars were steady sellers right up to the Depression of 1929-1931, and the REO car company did very well with their subsequent ioe fours and sixes which REO cars were made with V-radiators during the World War 1 period. In 1918, 4-cylinder REO cars sold for $1.225, $1.550 being asked for the 5-litre 6-cylinder version. Only a four REO car was made in 1919, but for 1920 REO cars standardized a six, their famous ioe REO Model T with ‘back-to-front’ gear change, and two foot-operated brakes with no hand lever; 2-wheel brakes were deemed sufficient for the REO car right up to the end of production in 1926. 1927 saw a switch on REO cars to side valves and hydraulic four-wheel brakes, and in 1928 the REO car company offered the REO Wolverine, a cheaper REO car with a Continental engine which sold for $1.195, as against the $1.685 asked for the REO Flying Cloud with REO’s own engine. This REO car was the company’s best year, with 29.000 REO cars sold. The REO Wolverine was dropped in 1929, and REO car production centred on two versions of the REO Flying Cloud with 3½-litre and 4.4-litre engines. An 8-cylinder REO Flying Cloud followed in 1931, along with a bid by REO cars for the luxury marked with the 5.9-litre straight-8 REO Custom Royale, styled by Alexis de Sakhnoffsky. This REO car had automatic chassis lubrication, and could be obtained in three wheelbase lengths, the longest REO car being 12ft 8in.

The REO 4-speed automatic gearbox was available on all REO cars from 1933 onwards, as an alternative to synchromesh, but though the 4.4-litre REO Flying Cloud with Graham-like sedan bodywork could still be bought for $845 in 1936, that was the end of REO’s private cars. Trucks and buses continued to be made, from 1957 as a division of White. In 1967 amalgamation of design with Diamond T led to a new brand name, Diamond-REO cars, and in 1971 this was sold by White to become an independent make.

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