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

Horch

D, 1900 – 1939

(1) A. Horch & Co, Cologne-Ehrenfeld, 1900 – 1902

(2) A. Horch & Co, Reichenbach/ Vogtland, 1902 – 1904

(3) A. Horch & Co, Motorwagenwerke AG, Zwickau, 1904 – 1939

August Horch was among the pioneers of car manufacture in Germany. He was employed as a an engineer with Benz from 1896 to 1899 when he started his own Horch car factory at Cologne. The first Horch car appeared in 1900. This Horch car had a 2-cylinder 5hp front-mounted engine and shaft drive. The next Horch models were a 2-cylinder 10/12hp and a 4-cylinder 16/20hp. After the Zwickau works had been set up in 1904 Horch was able to increase production. The Horch 18/22hp ohv 4-cylinder model of 1904 became very popular and was the basis for several subsequent Horch cars. A victory in the Herkomer Trial of 1906 was gained with this Horch car model, the first such success for a Horch. Horch also pioneered with his Horch Torpedo form aero-dynamic bodies for the Prince Henry Trials, which were built by Kathe of Halle. In 1906 a 6-cylinder 8-litre power unit was designed for Horch cars, developing 60bhp, but it was not a success and this was one cause of differences between Horch and his partners. Horch himself left the firm and started the Audi factory.

Various models with different engine sizes were included in the Horch car range, from the small Horch 6/18PS 1.588cc to the Horch 25/60PS 6.395cc. All Horch cars had 4-cylinder engines. After World War 1 the Horch 33/80PS 8.440cc model appeared, which had actually been designed in 1914. This Horch car started a series of prestige cars for which the make became famous in the following years. Paul Daimler (son of Gottlieb) was engaged as chief engineer in 1923. Ohc 4- and 6-cylinder Horch car models with fwb appeared in 1923/ 1924, but the first new Horch car under his management was the Horch 300 with a straight-8 3.230cc engine with twin overhead camshafts. In 1927 the ‘Horch 305’ and ‘Horch 306’ appeared, which also featured straight-8 engines, with twin overhead camshafts and a capacity of 3.375cc developing 75bhp. These Horch car models differed only in wheelbase. They were followed by the ‘Horch 375’ in 1928 with an 8-cylinder 3.974cc engine capable of 80bhp. After Daimler left Horch two more models (the Horch ‘400’ and ‘405’) were produced showing Daimler influence. The Horch 450 of 1930 was entirely new. This Horch car was straight-8 with only one overhead camshaft. Two different wheelbases and engines of 4, 4½ and 5 litres were available. The last of these stayed in the Horch car range until 1939, later Horch cars having 10-bearing crankshafts and all round independent suspension. Type numbers of Horch cars became a little confusing in the next few years, when some models were available with different wheelbases and engine capacities. A V12 with 5.990cc (Horch car models ‘600’ and ‘670’) appeared in 1931, followed by the V8 3.517cc ‘Horch 830B’ in 1933, available in two wheelbase and engine sizes. By 1939 the range consisted of the ‘Horch 930V’ and ‘Horch 830BL’(3.823cc, 92bhp) and the ‘Horch 951A’, ‘Horch 853A’ and ‘Horch 855’ (4.944cc, 120bhp). These Horch car models were available with different wheelbases and a variety of body styles from a two-seater roadster to a large Pullman saloon. The Horch car company was celebrated for luxurious ‘prestige’cars which were sold at lower prices than other top makes; a V8 cost £615 in England, and straight-8s from £985.

From 1932 Horch was a member of the Auto Union, and the racing cars bearing this name were built in the Horch car works. In 1945 the Horch car factory was nationalized and in 1956 it brought out a new Horch car. This had to be sold as the Sachsenring, as Auto Union, now based on Düsseldorf, hold the sole rights to the brand-names Horch, Audi and Wanderer.

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