Semi Elliptic.net

Trojan PB

admin — Tue, 16 Jun 2009 17:16:45 +0000

Trojan PB
Car : Trojan PB
Year : 1923
Engine : horizontally-mounted 4 cylinder, two stroke
Bore and stroke : 63.5×120.7 mm
Cylinder capacity : 1523 cc
Gears : 2 forward
Brake horse power :11
Maximum speed : 34 mph
Wheelbase : 7 ft 11½ ins (2.32 m)
Suspension : front and back : cantilever leaf- springs
The most original feature of this small car was its monobloc, 2-stroke, 4- cylinder engine. It was designed by Leslie Hounsfield an at least 15,000 were built by Leyland. Three preproduction cars were ready in 1913 and a further six were ready in 1921. The design was entrusted to Leyland for production and this began properly in 1923, but in 1928 Trojan took the design back.
Another of its original features was the positioning of the engine, which was mounted horizontally beneath the front seats. Initially Hounsfield thought of having it vertically between the two seats, yet another example of the imagination and boldness of the early motor engineers. The PB’s 4-cylinder engine was also unusually flexible, delivering its 11 bhp at anywhere between 450 ad 1,200 rpm and this enabled a gearbox with just two speeds to be fitted. The engine was particularly long lasting as it had only seven moving parts.
Aiming principally for cheapness, Hounsfield maintained that the car he had designed could do without pneumatic tires. This would be a significant saving of £4. To this end the PB had disc wheels. The excellent suspension gave quite a comfortable ride. It had neither a starter nor a crank; instead it was started by pulling a lever from the driver’s seat.

Triumph Super 7

admin — Tue, 16 Jun 2009 17:15:12 +0000

Triumph Super 7
Car : Triumph Super 7
Year : 1928
Engine : 4 cylinders in line
Bore and stroke : 56.5×83 mm
Cylinder capacity : 832 cc
Gears : 3 forward
Brake horse power :20
Maximum speed : 67 mph
Wheelbase : 6 ft 9 ins (2.05 m)
Suspension : front and back : semi-elliptic leaf- springs
Triumph’s involvement with cars stems from 1923, but it had been producing bicycles since 1890, the year the Triumph Cycle Company was founded in Coventry. The company later also produced motorbikes and these made it world famous.
The first 4-wheeler to raise Triumph to the same level of fame in cars as it had won in motorcycling was the 4-cylinder Super 7 of 1927 (it was presented at the London Motor Show of that year). Its very small engine size suggested that the Coventry firm intended it to rival the Austin Seven, as the time was ripe for the establishment of a cheap, light, 4-seater utility car. About 15,000 Super 7s were produced between 1927 and 1934. Two noteworthy features of the Super 7 were the three main bearings and its hydraulic brakes. However, it was never able to rival the Austin Seven’s domination of its class of engine size, partly because of the greater industrial power wielded by Austin. A sports version of the Super 7 was also produced, with a shortened stroke (74.5 mm) and reduced engine capacity.
In 1961 Triumph became part of Leyland, which in turn became British Leyland in 1969.

Tamplin

admin — Tue, 16 Jun 2009 17:13:10 +0000

Tamplin
Car : Tamplin
Year : 1920
Engine : V-twin
Bore and stroke : 85×85 mm
Cylinder capacity : 900 cc
Gears : 3 forward
Brake horse power :10
Maximum speed : 42 mph
Wheelbase : 7 ft 0 ins (2.13 m)
Suspension : front: independent with closed helical springs contained in tubes;
back:¼ elliptic leaf- springs
This vehicle’s curious and highly original bodywork is the result of the fenders, which continue uninterruptedly right along the whole length of the car. They were made of wood, as were the box-shaped chassis with weatherproofed fiberboard panels with plate reinforcements. The fenders also acted as supports. Another interesting feature of the Tamplin was the independent front suspension, which at the beginning of the 1920s was far from common.
The car’s motorcycle origins are amply demonstrated by the lack of starter (until 1923) and reverse gear. The vehicle was set in motion by means of a pedal operated from the driving seat. The two seats were almost in tandem, and the passenger could stretch out his legs beside the driver. The JAP engine (mounted at the front) and Sturmey-Archer gearbox also derived from the motorcycle. The wheel transmission operated by means of cables and pulleys, and as these were not covered, bad weather posed certain problems. There was only one pedal to work both clutch and brake, which acted on the rear wheel rim. The handbrake acted on the pulley of the gear-shaft. There was no electrical system. The car had acetylene lights and magneto ignition.

Sunbeam 20 HP

admin — Tue, 16 Jun 2009 17:12:08 +0000

Car : Sunbeam 20 HP
Year : 1930
Engine : 6 cylinders in line
Bore and stroke : 75×110 mm
Cylinder capacity : 2992 cc
Gears : 4 forward
Brake horse power :55
Maximum speed : 76 mph
Wheelbase : 10 ft 4½ ins (3.16 m)
Suspension : front and back : semi-elliptic leaf- springs
Sunbeam 12-16 HP
Sunbeam 20 HP
The problem of just how useful racing is to technical progress has provoked much debate even as far back as 1913. Louis Coatalen, designer of the 12-16 HP, was convinced that competitions stimulated progress. Coatalen, however, owed his reputation to racing, thanks to the cars he designed and developed. The 12-16 HP was a good example of how racing necessitated modifications. In 1911, when it appeared on the market, it had a 2412 cc engine (bore and stroke: 80×120 mm), but for the Coupe de l’Auto in 1912 Coatalen adapted several engines, keeping the bore the same, but increasing the piston stroke to 150 mm for a total cylinder capacity of 3016 . Thereafter all cars in the 12-16 series incorporated this engine. Later, still because of competitions, the stroke was reduced again, to bring the car within the 3000 cc class. 1,700 vehicles were built by the company in 1913.
The 1925 Sunbeam marked the beginning of the end for the firm, precisely because it was too involved with racing–although the 20 HP was positive proof of the validity of the experiments carried out on the circuit. Yet while the racing engine developed almost 90 bhp, guaranteeing a maximum speed of around 90 mph (the car could do around 50 mph in second, and over 70 mph in third) , the touring version could manage barely 50 bhp at 3,600 revs , a rather low amount in relation to the cylinder capacity even for those days. Record-breaking not just on the race-track, this version played an important part in the firm’s history; but it was these sporting interests that in the end brought about the company’s down-fall.

Sunbeam 12-16 HP

admin — Tue, 16 Jun 2009 17:10:57 +0000

Car : Sunbeam 12-16 HP
Year : 1914
Engine : 4 cylinders in line
Bore and stroke : 80×150 mm
Cylinder capacity : 3016 cc
Gears : 4 forward
Brake horse power :25
Maximum speed : 42 mph
Wheelbase : 10 ft 4½ ins (3.16 m)
Suspension : front and back : semi-elliptic leaf- springs
In 1920, after various kingds of difficulties, it merged with Clement-Talbot, and Darracq, and the consortium became known as S.T.D. (Sunbeam, Talbot, Darracq). In 1923 Coatalen was replaced by an Italina, Vincenzo Bertarione, who designed an engine with double overhead camshaft and spherical main bearings. The technical similarities between this and Fiat’s current racing model (Bertarione had come from Fiat) prompted the suspicion that it had been taken straight from the Italian 804-404, which had been designed for the new formula imposed in 1922. In 1923 Segrave won imposed in 1922. In 1923 Sevrave won the French Grand Prix in a car designed by Bertarione.
In 1935 S.T.D. was absorbed into Rootes, and Sunbeam ceased production. In 1938 the name was revived in a new firm created by Rootes called Sunbeam-Talbot Ltd. Later Rootes cars with particularly high performance were given the name Sunbeam. In 1975 Chrysler, which had bought Rootes, abolished the name, only reinstating it in 1977.

Stellite

admin — Tue, 16 Jun 2009 17:09:32 +0000

Stellite
Car : Stellite
Year : 1914
Engine : 4 cylinders in line
Bore and stroke : 62×89 mm
Cylinder capacity : 1075 cc
Gears : 3 forward
Brake horse power :-
Maximum speed : -
Wheelbase : 8 ft 0 ins (2.44 m)
Suspension : front and back : semi-elliptic leaf- springs
Stellite was a short-lived company, with modest production under the shadow of Wolseley. It specialized in cheap cars, which it began making in 1913: 4-cylinder engines with wooden chassis, 2- (then 3-) speed gearbox, cone clutch, magneto ignition, shaft transmission, and removable wheels. They were 2-seaters, with top and windshield, plus acetylene lights. The model illustrated here was introduced in 1913, and stayed in production until 1915. In 1914 it cost £158. It was very like the 1922 Wolseley, which is to be explained by the fact that the two firms co-operated closely together. The Stellite was made by one of Vicker’s subsidiaries, as Wolseley was not able to satisfactorily fulfil even its own orders. The Wolseley that replaced the Stellite had a slightly greater cylinder capacity (bore and stroke: 65×95 mm), and a considerable number were built. A 2-seater sports version gave birth to a single-seater called a Moth (because of the quiet noise of the engine) which had a brief moment of glory. One of its drivers was Tony Vandervell, who many years later was to come up with the Vanwall , the British single-seater that toppled Italian Formula 1 supremacy.

Vauxhall Prince Henry

admin — Tue, 16 Jun 2009 17:08:06 +0000

Vauxhall Prince Henry
Car : Vauxhall Prince Henry
Year : 1914
Engine : 4 cylinders in line
Bore and stroke : 95×140 mm
Cylinder capacity : 3969 cc
Gears : 4 forward
Brake horse power :75
Maximum speed : 75 mph
Wheelbase : 10 ft 0 ins (3.04 m)
Suspension : front and back : semi-elliptic leaf- springs
This car took its name from the German Prince Henry Trials, in which it put up a good performance in 1910. This led to a series sports and also touring cars. The Prince Henry gave rise, in 1913, to another famous model, the 30/98; this had a larger engine with a capacity of 4525 cc. The Prince Henry was designed by Laurence Pomeroy, one of the most talented English designers of the time, and it was regarded as one of the best sports cars. Its engine had side valves, high tension magneto ignition, water cooling and it developed 75 bhp at 2,500 revs. It had a maximum speed of 75 mph. Neither its road holding nor its braking system (transmission and rear wheels) could claim to be the car’s strong points. This was due to its high weight and relatively short wheelbase. The 30/98 was the logical development of the Prince Henry; its engine developed about 100 bhp and the maximum speed rose to 90 mph.
Vauxhall was taken over by General Motors in 1925 and it ceased to be a make that specialize in quite the opposite direction. This was the production of family cars and trucks (Bedford) and these are now the firm’s main business.

Wolseley 10 HP

admin — Tue, 16 Jun 2009 17:07:01 +0000

Car : Wolseley 10 HP
Year : 1922
Engine : 4 cylinders in line
Bore and stroke : 65×95 mm
Cylinder capacity : 1260 cc
Gears : 3 forward
Brake horse power :15
Maximum speed : 43 mph
Wheelbase : 8 ft 3 ins (2.51 m)
Suspension : front and back : semi-elliptic leaf- springs
The 10 HP was the first new car from Wolseley after the war and it gave rise to a logical progression of models, both technically and commercially. In the meantime the market was feeling the ever increasing impact of Austin and Morris, whose production was based on modern methods, as exemplified by the United States. In 1925 Wolseley declared itself bankrupt and it was absorbed by Morris. With the creation of the British Motor Corporation (a merger of Austin and Morris) and of British Leyland, Wolseley lost its identity and in 1975 the name was finally dropped. The large number of makes within British Leyland was one of the reasons for Wolseley being sacrificed. In any case, its role in recent years had been reduced to reworking of what were basically Austin and Morris Models.