Star

GB, 1898 – 1932

Star/ Starling/ Stuart

(1) Star Motor Co, Wolverhampton, Staffs., 1898 – 1902

(2) Star Engineering Co, Wolverhampton, Staffs., 1902 – 1909

(3) Star Cycle Co, Wolverhampton, Staffs., 1905 – 1909

(4) Star Engineering Co Ltd, Wolverhampton, Staffs., 1909 – 1928

(5) Star Motor Co Ltd, Wolverhampton, Staffs., 1928 – 1932

Edward Lisle Sr’s Star Motor Co, an offshoot of the Star Cycle Co, produced its first Star car in 1898, and offered the Star car for sale in the following year. The Star car was a Benz-based machine, with a single-cylinder, water-cooled 3½hp engine, belt primary drive and chain final drive. It was an improvement in that water circulation on the Star car was assisted by a pump. In 1900 there followed a 2-cylinder Star car with 3 forward speeds, still on Benz lines. 1901 brougth De Dion-engined single-cylinder Star cars, and 1902 an 8hp twin of Panhard type in addition. Other, larger Star cars of Panhard ancestry joined the 8hp, up to a 20hp four Star car. By 1904, although a De Dion-powered single and Panhard-type twin were still there, the bigger machines were of Mercédès pattern, these Star cars came with honeycomb radiators, mechanically-operated inlet valves and pressed-steel frames. All veteran Star cars up to 1914 were extremely well-made, well-furnished, conventional, rather expensive cars lacking in technical originality, showing a line of development appearance in the 1907 range. The best-known Star car of the veteran period was the excellent 15hp Star car of 1909, a shaft-driven 2.8-litre four which had become the 3-litre 15.9hp by 1914. A great variety of other Star cars, basically similar models were turned out, not only by Star but also by the Star Cycle Co. The latter, run by Edward Lisle Jr, had made motor tricycles and bicycles, and produced the Starling car in 1905. It had 2 forward speeds and a De Dion single-cylinder engine, but was otherwise of Panhard type, with armoured wood frame and chain drive. One year later the Star car company supplemented it with the more modern Stuart car, which had 2-cylinders, 3-speeds and shaft drive. This name was dropped in 1908, all models being called Starlings, but these too, disappeared in 1909 when Star cars cheaper line was entrusted to the new Brion Motor Co, a more indepented concern that was still run by Edward Lisle Jr. So popular was the Star car that its makers were among the six largest in the country before 1914.

The 15.9hp Star car was continued after World War 1, together with another sv four Star car of pre-war origin, the 20hp Star car of 3.8-litres. A modern light Star car of fashionable type, the 11.9hp, arrived in 1921. This Star car used a 1.795cc sv engine with a detachable head, made in unit with a 3-speed gearbox which had central change. By 1924, the 11.9 Star car had grown up into the 2-litre 12/25hp Star car. It shared cylinder dimensions with the 18hp Star car, which was a new 3-litre six. The 12/25 Star car could be had as a very fine fast touring car with overhead valves and 54bhp, in which form the Star car was called 12/40hp. Thereafter, the Star car range reverted to its pre-war complexity. By 1927, there were three sv Star car models and two additional and more up-to-date Star cars with overhead valves. The 14/40hp Star car, new in 1926, was a solid 2-litre, ohv machine which in spite of having only 4-cylinders and 3 forward speeds, this Star car was a notably smooth and flexible car, thanks to a 5-bearing crankshaft. The ohv 20/60hp Star car, a 2½-litre six with the same bore and stroke as the 14/40 and a 7-bearing crankshaft, was the most luxurious Star car. A light six, the popular ohv 18/50hp, joined the Star car range in 1928, the year of the Star car company’s acquisition by Guy, and replaced the 14/40 Star car for 1929. By this time, the sv Star cars had gone, leaving the two sixes. As the 18hp Star Comet and the 21hp Star Planet, these Star cars were revised with handsome bodies and very full, luxurious equipment, including one-shot chassis lubrication, thermostatically-controlled radiator shutters and a built-in jacking system. Two other engines, of 14hp (2-litres) and 24hp (3.6-litres) were also obtainable in Star cars for 1932, as alternative Comet and Planet power units. These Star car were the last new Star cars, for they were too expensive to make, and the times favoured the mass-produced economy car. Production of Star cars ended in March 1932, but the unsold stock was sold by McKenzie and Denley of Birmingham, and the Star car was quoted in the Buyer’s Guide lists until 1935.

US, 1903 – 1904

(1) Star Automobile Co, Cleveland, Ohio

(2) H.S. Moore, Cleveland, Ohio

This Star car was driven by a single-cylinder, watercooled engine of 1.9-litres, mounted beneath the front seat, with false bonnet and coil radiator in front. A champion planetary transmission and double chain drive was used on this Star car. Both two- and five-seater Star cars were made, the latter with rear entrance.

US, 1908

Star Automobile Co, Chicago, Ill.

Star runabouts were offered in three models, selling for $500, $600 and $700 respectively. The smallest Star car was an open two-seater, and shaft drive was employed on all Star cars.

US, 1908

Model Automobile Co, Peru, Ind.

The short-lived Star car from Peru was offered in conventional 2- and 4-cylinder forms. The twin was chain-driven, while the big, expensive four Star car ($4.000) had shaft drive.

US, 1922 – 1928

Durant Motor Co of New Jersey, Elizabeth, N.J.; Lansing, Mich; Oakland, Calif.

William Crapo Durant’s Star Four was one of the most serious attempts to take away some of the Model T Ford’s market, for the cheapest practical car. Unlike the Ford, the Star car was an assembled machine.The Star car had a 2.2-litre, 4-cylinder engine by Continental, and was conventional in design in every way except the gearbox, which was separate; a feature common to all the vehicles in Durant’s empire, but very unusual in American mass-produced cars by the early 1920s. The touring Star car cost only $443 in 1923, which helped Star to be the seventh biggest seller in America that year. The Star car was sold outside the United States as the Rugby. In 1926, a 2.8-litre six Star car was introduced. Front wheel brakes appeared in 1927 but a year later the Star car make disappeared in the collapse of the Durant interests. By this time, 250 Star cars a day were being turned out. Only the Four was still called the Star car for the 1928 model year, as the Six was now known as the Durant Model 55.

Source: Georgano, encyclopedia of motorcar; TRN, GMN, MJWW, TRN

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

Stanley

US, 1897 – 1927

(1) Stanley Dry Plate Co, Newton, Mass., 1897 – 1899

(2) Stanley Manufacturing Co, Lawrence, Mass., 1899 – 1901

(3) Stanley Motor Carriage Co, Newton, Mass., 1901 – 1924

(4) Steam Vehicle Corporation of America, Newton, Mass., 1924 – 1927

The Stanley twins, F.E. and F.O., were partners in a photographic dry plate business in Newton, where they produced their first light steam Stanley car in 1897. This Stanley car proved a great success, over 200 Stanley cars being sold in the first year of production. In 1898 a Stanley car was timed over a mile at Charles River Park at 27.40mph. Among the customers of the Stanley cars were A.L. Barber and J.B. Walker, who purchased the manufacturing rights of the Stanley car, and produced it as the Locomobile and Mobile respectively. In 1899 some Stanley cars were advertised by the Locomobile Co of America under the name Stanley-Locomobile. The Stanley cars proceeded to evolve an entirely new design, which appeared in 1902 with a simple non-condensing engine, driving directly on the rear axle. The boiler was mounted at the front of these Stanley cars, frames were of wood, and steering was by tiller. Locomobile went over to Petrol cars at the end of 1903, but the Stanley cars prospered, listing an 8hp Stanley car at $750, and selling their Stanley cars to police and fire departments. More powerful versions Stanley cars rated at 10 and 20hp were available by 1904, and by 1906 the Stanley car had assumed its characteristic appearance, with coffin-like bonnet concealing the boiler, and wheel steering. The Stanley car could out-accelerate petrol cars, and that year Frank Marriott was timed at 127.66mph on Daytona Beach with the streamlined Woggle-Bug. Marriott tried again the following year, but a spectacular crash at about 150mph destroyed the car. Stanley cars 1908 Gentleman’s Speedy Roadster was capable of 60mph, and would run over 50 miles on a filling of water. 1913 Stanley cars were electrically-lighted, and 1915 brought the introduction of steel framed and V-shaped frontal condensers on the Stanley cars on a 10ft 10in wheelbase chassis which lent itself to seven-seater coachwork. However, the advent of Cadillac’s electric self-starter in 1912 had signaled the end of the steamer , with its need for a long warm-up from dead cold. The 1920 Model 735 Stanley car resembled a conventional petrol car in outward appearance with a flat radiator of typically American aspect, but the boiler of the Stanley car was still under the bonnet, and the double-acting 2-cylinder engine still drove direct on the back axle. Acceleration was well above par for the standards of the day, and the Stanley car would cruise at 45mph, with more available. But at around the $2.600 mark sales were low (about 600 Stanley cars per annum), and the Stanley cars had retired from the company during World War 1. The Stanley car firm was reorganized in 1925, and the last Stanley cars had hydraulic front-wheel brakes and balloon tyres.

US, 1907 – 1910

(1) Stanley Automobile Manufacturing Co, Mooreland, Ind., 1907

(2) Troy Automobile & Buggy Co, Troy, Ohio, 1908 – 1910

This Stanley car was a five-seater touring car weighing 1.550lb. The Stanley car was powered by a 2-cylinder, water-cooled engine of 3.6-litres. A friction transmission was used, with a single-chain to drive the rear axle.

Source: Georgano, encyclopedia of motorcar; MCS, GMN

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