British and European Car Spotters Guide - 1951 |
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The need to export and to rearm again left the British public merely dreaming of shiny new cars they had virtually no hope of owning. The monthly British car production average was 39,660 of which 25,749 (complete) and 4968 (chassis only) were exported. British vehicle manuufacturers had begun to profit by the abolition of taxation based on the horsepower formula. Unfortunately, much of the benefit derived from the change in the method of taxation was later cancelled out by a further increase in fuel tax. The President of the SMMT confirmed that Britain's Motor Industry had retained its lead over all other manufacturing industries as the nation's greatest exporter. British car design, generally, reflected a radical change in attitudes towards production processes and manufacturing methods since the war.
Intensive competition in the world's export markets resulted in a greater variety of body styles. Following the uncertainty regarding rearmament demands, the amount of chromium plating on cars started to increase and less sombre color schemes were in evidence. Although pressed steel was still the popular material for producing body panels, development work was well under way with non-metallic materials such as resin bonded glass-fibre. Despite the use of new materials for interior trim, 'such as nylon, by manuufacturers abroad, the British motor industry remained faithful to leather for many of its cars. A total of 475,919 cars was produced in the UK this year. Exports totalled 368,101, imports 3723. New vehicle registrations amounted to 138,373 cars and 7881 hackneys. |
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Allard K2 Sports Two-seater |
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Also see: Allard Car Reviews | The History of Allard |
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The Allard K2 Sports Two-seater was introduced in 1950, replacing the 1946-50 Model K1. Although mechanically similar to its predecessor-including Ford V8 3·6-liter 95-bhp engine, three-speed gearbox, 8 ft 10 in wheelbase - it had various modifications such as coil spring front suspension. a proper luggage boot and a shallower radiator grille. and was more fully equipped. A two-door Saloon (P1) and two-seater Sports Roadster (J2) were also available. |
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Alvis Three liter Drophead Coupe |
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Also see: Alvis Car Reviews | The History of Alvis |
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The Alvis Three liter Drophead Coupe was a two-door Tickford-bodied companion to the Saloon. Featuring similar styling, this attractive coupe had a top that could be either folded flat down or positioned so that only the peak furled. in coupe-de-ville fashion. A Sports model (TB 21) was also available It had similar lines to the model it replaced the much maligned 1·9-liter (TB 14) Sports - but with one all-important difference: the frontal appearance became typically Alvis again (classic radiator, traditional headlamp position. etc.). |
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Armstrong Siddeley Eighteen |
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Also see: The History of Armstrong Siddeley |
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Armstrong Siddeley Eighteen chassis with custom-built Shooting Brake/ Utility coachwork by the well-known firm of Bonallack & Sons. From September 1950 until April 1951 Armstrong Siddeley offered a Limousine model on a special longgwheelbase (10ft 2 in) chassis. |
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Aston Martin 2-liter Sports DB2 |
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Also see: Aston Martin Car Reviews | The History of Aston Martin |
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The Aston Martin DB2 Convertible was introduced in October 1950. Mechanically similar to the DB2 Saloon, this version was fitted with wind-up windows and a top that stowed away neatly without spoiling the generally smooth lines of the body. A special high-performance 120-bhp Vantage engine became optionally available for both models. |
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Austin A40 Range |
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Also see: Austin Car Reviews | The History of Austin (AUS Edition) |
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The 1951 Austin A40 range comprised the Devon Saloon (GS2), Sports (GD2) and Countryman (GP3) as well as Van and Pickup models. From August 1951 the GS2 and GP3 had a new fascia. and other modifications, and became GS3 and GP4 respectively. |
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Austin A70 Hereford Model BS3 Saloon |
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Also see: Austin Car Reviews | The History of Austin (AUS Edition) |
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Austin A70 Hereford, Model BS3, Saloon. Although this model used the same chassis as the earlier A70 Hampshire (Model BS2), its body was larger, roomier and more rounded. It was more popular than its predecessor and had a production run of four years. A Drophead Coupe version was also available; the top was operated manually on this model, although power operation was available at extra cost.
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Austin A70 Hereford Countryman Model BW4 |
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Also see: Austin Car Reviews | The History of Austin (AUS Edition) |
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The Austin A70 Hereford Countryman (Model BW4) was the Estate Car version, featuring a wood-framed body with metal roof. A Pickup version (BK3) was also available. The A70 Hereford range continued in production, with no material changes. until October 1954. |
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Austin A40 Sports |
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Also see: Austin Car Reviews | The History of Austin (AUS Edition) |
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Austin A40 Sports, Model GD2. Open four-seater with full-width frontal styling on Continental lines. This model was based, mechanically, on the A40 Saloon model, but with various modifications - including the fitting of twin carburetors on the 1200-cc power unit which gave an output of 46 bhp at 4400 rpm, strengthening the chassis by welding a pressed steel floor to the top and bottom of the main members and adopting full hydraulic operation for the brakes (standard on all A40 models from August 1951). When not in use the top folded away neatly behind the rear seat squab. The alloy bodywork was produced by Jensen. |
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Bentley Mark VI |
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Also see: Bentley Car Reviews | The History of Bentley |
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The Bentley Mark VI models continued into 1951 without significant changes. The version shown is a two-door Drophead Coupe, custom built by Park Ward. A two-door Clubman Coupe version was also available. |
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Bristol 401 Saloon |
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Also see: Daimler Car Reviews | The History of Daimler (AUS Edition) |
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The Bristol 401 Saloon continued with detail modifications. Among the changes were the introduction of chromium-plated metal strips with small overriders to replace the rubber bumper inserts, the deletion of the side scuttle vents and lower body-edge mouldings and the inclusion of new style headlamps and a polished wood fascia panel. The 401 continued in production until September 1953. |
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Ford Consul Model EOTA Saloon |
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Also see: Ford UK Car Reviews | The History of Ford |
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The Ford Consul Model EOTA Saloon was powered by a new four-cylinder 1·5-liter overhead-valve engine which developed 47 bhp at 4400 rpm. Dimensionally similar to the new Zephyr Six-Consul bonnet and wheelbase were both slightly shorter - this model was visibly different by its low set horizontal grille with vertical slats. Both the Consul and Zephyr Six were of entirely new integral chassisless construction-like the OHV engines a complete break with Ford tradition. They were introduced in October of 1950 for the 1951 model year. |
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Ford Zephyr Six Model EOTTA Saloon |
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Also see: Ford UK Car Reviews | The History of Ford |
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The Ford Zephyr Six Model EOTTA Saloon was powered by a new sixxcylinder 2·3-liter OHV engine which developed 68 bhp at 4000 rpm. The Zephyr Six and its companion Consul caused something of a sensation when they were revealed, as the styling was so different from that of previous Fords. Both cars had full width slab-sided bodies, curved windscreens and four doors. |
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Frazer-Nash Mille Miglia I Sports |
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Also see: The History of Frazer-Nash |
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The Frazer-Nash Mille Miglia I Sports was an attractive two-seater powered by a triple-carburetor 1971-cc engine and using the standard 8 ft wheelbase. Centrelock, pierced disc wheels were standard. In common with the Cabriolet, this model had a broader version of the marque's traditional grille with horizontal bars. |
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Healey Tickford Saloon |
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The Healey Tickford Saloon was introduced in October 1950. Powered by the popular 2½-liter Riley engine, this two-door, four-seater sports saloon was based on the earlier Healey ElIiot Saloon (1946-50), but with modified styling and more comprehensive fittings. The Abbott Drophead Coupe (see 1952) - introduced at the same time-was mechanically identical and dimensionally similar to the Tickford Saloon. |
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Hillman Minx Convertible |
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Also see: Hillman Car Reviews | The History of Hillman (AUS Edition) |
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The Hillman Minx production line at the Rootes Group Manufacturing Division at Ryton, Coventry The finished unitary body-cum-chassis assembly was suspended at a convenient working height so that the engine and working parts could be raised and fitted into position. |
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HRG Sports |
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The HRG Sports two-seater was one of the classic sports cars produced by HRG Engineering Co Ltd, Kingston-by-Pass, Tolworth, Surrey between 1935 and 1956. Available with either an 11OO-cc (from 1939) or 1500-cc (from 1935) twin-carburetor engine, the open model changed relatively little through the years although variations on the familiar body style did appear - just after the war (1500 Aerodynamic), and in 1955 (1½-liter Sports/Roadster) HRGs had a reputation for reliability, and not surprisingly, numerous competition successes including - in the late 1940s - the Belgian 24-hour race (two years running) and the Alpine Trial. |
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Humber Hawk Mark IV |
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Also see: Hillman Car Reviews | The History of Hillman (AUS Edition) |
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The Humber Hawk Mark IV 4-door saloon replaced the Mark III for the 1951 model year, and featured an increase in cylinder bore diameter (capacity became 2267cc v. 1944cc) plus various other engine improvements, a new high-geared steering arrangement and bigger tires (6·40-15 v. 5·50-15). |
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Humber Pullman Mark III |
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Also see: Hillman Car Reviews | The History of Hillman (AUS Edition) |
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The Humber Pullman Mark III superseded the 1948-50 Mark II and had a revised suspension system-made smoother by doubling the leaf width of the front transverse spring and halving the number of leaves. Although mainly produced in eight-seater limousine form. a Warwick Estate car bodied version was also available. |
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Jaguar Mark VII |
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Also see: Jaguar Car Reviews | Jaguar - A Racing Pedigree | The History of Jaguar |
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The Jaguar Mark VII Saloon was announced in October 1950 and featured entirely new bodywork with full-width styling, bolder curves and a flowing tail. Although this popular four-door model had a very similar chassis to the Mark IV (discontinued in July 1951) it was very much a 'saloon equivalent' to the XK120. The exciting XK120 engine (twin-carburetor, twin-OHC, 3442-cc, 160-bhp) gave it a top speed of over 100 mph. A sliding roof was standard. Well appointed interior; the instrument panel and cappings were finished in figured walnut. It was priced at £1590. |
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Also see: Jaguar Car Reviews | Jaguar - A Racing Pedigree | The History of Jaguar |
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The magnificent Jaguar XK120. The sensational 3½-liter-engined open Sports model, which had been announced in October 1948, was joined by a fixed-head coupe version in March 1951. The all-metal top had a considerable window area, yet only increased the weight of the car by 168 lb. Total enclosure of the passenger compartment made it possible to provide a more luxurious interior than on the Sports version. |
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Jaguar XK120C / C-Type Jaguar |
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Also see: Jaguar Car Reviews | Jaguar - A Racing Pedigree | The History of Jaguar |
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The Jaguar XK120C, known as the C-type Jaguar, was a limited-production version for competition work. The fully tuned 3½-liter engine had a 9·0:1 compression ratio and an output of 210 bhp; an 8·0:1 compression ratio version of 200 bhp was optionally available. The body was fitted to a tubular metal framework instead of the laminated ash frame used on the road car. The model shown won the 1951 Le Mans 24-hour race- the wheel was shared by Peter Whitehead and Peter Walker. The pursuing car is a Nash-Healey (a British Healey with an American Nash 3·8-liter OHV Six engine). |
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Jensen Interceptor Cabriolet |
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Also see: Jensen Car Reviews | The History of Jensen |
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The Jensen Interceptor Cabriolet had full-width styling-with seating for 5-6 people-and was powered by a 3993cc Austin Six engine which had an output of 130 bhp. The entire rear panel and quarters of the top were of Perspex. In 1950 small air-intakes were added either side of the radiator grille to cool the brakes, and larger tires were fitted. |
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Lanchester Fourteen Saloon |
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Also see: The History of Lanchester |
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The Lanchester Fourteen Saloon was announced in October 1950, and featured more up-to-date body styling than the Ten which was discontinued in July 1951. Powered by a new 1968-cc engine which developed 60 bhp at 4200 rpm it sold at £1364. The Leda (introduced in 1952) was similarly styled and equipped and was all-steel bodied version for the export market. A De-Ville Convertible was introduced in 1952. |
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Lancia Aurelia |
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Also see: Lancia Car Reviews | The History of Lancia |
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Designed by Vittorio Jano, the Aurelia was launched in 1950 and production lasted until the summer of 1958. The Aurelia used the first production V6 engine, a 60° design developed by Francesco de Virgilio who was, between 1943 and 1948 a Lancia engineer, and who worked under Jano. During production, capacity grew from 1.8 liters to 2.5 liters. Prototype engines used a bore and stroke of 68 mm x 72 mm for 1569cc; these were tested between 1946 and 1948. It was an all-alloy pushrod design with a single camshaft between the cylinder banks. A hemispherical combustion chamber and in-line valves were used. A single Solex or Weber carburetor completed the engine. Some uprated 1991cc models were fitted with twin carburetors. At the rear was an innovative combination transaxle with the gearbox, clutch, differential, and inboard-mounted drum brakes. |
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Lancia Aurelia |
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Also see: Lancia Car Reviews | The History of Lancia |
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The front suspension of the Aurelia used a sliding pillar design, with rear semi-trailing arms replaced by a de Dion tube in the Fourth series. The Aurelia was also one of the first cars to be fitted with radial tires. The very first Aurelias were the B10 berlinas (sedans). They used a 1754cc version of the V6 which produced 56 hp (42 kW). The B21 was released in 1951 with a larger 1991cc 70 hp (52 kW) engine. A 2-door B20 GT coupé appeared that same year. It had a shorter wheelbase and a Ghia-designed, Pininfarina-built body. The same 1991cc engine produced 75 hp (56 kW) in the B20. In all, 500 first series Aurelias were produced. |
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Lea-Francis Fourteen four-light Saloon |
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Also see: The History of Lea-Francis |
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The Lea-Francis Fourteen four-light Saloon was introduced in October 1950. Powered by the 1767-cc 65-bhp engine with a four-speed gearbox this four/five-seater was styled on traditional lines, unlike the more modern sweeping appearance of the Fourteen Mark VI six-light Saloon which was redesignated the 14/70 (in 1950) until it ceased production in 1951. The 2½-liter Sports continued unchanged. All models were powered by four-cylinder engines of Lea-Francis design and manufacture incorporating the patented overhead-valve gear. "The cars are fast and fascinating to handle and the Girling Hydraulic braking system is powerful, safe and sure. The 2½-liter Sports had a Two/Four-Scater body that is practical and comfortable and the 14 h.p. Four-Light Saloon is a Four/Five-Seater with a luxurious finish throughout". |
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Marauder Type A Sports Tourer |
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The Marauder Type A Sports Tourer was introduced in August 1950. This very attractive three-seater open model had evolved from ideas developed in a single-seater sprint racing car, by a group of enthusiasts with Rover connections. Understandably the Marauder was based on Rover components which included a shortened Rover 75 chassis, with coil spring independent front suspension (IFS), a twin-carburetor, tuned version of Rover 75 2·1-liter engine which had an output of 80 bhp at 4200 rpm and four-speed gearbox with overdrive (unless fitted with freewheel). Certain modifications were made in 1951, at which time a more powerful (Type 100) version became available. Delayed production, changes in the market conditions and increased costs led to the car being priced out of its class by double purchase tax; production ceased in the summer of 1952. Only about 15 cars in all were built. |
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Morgan Plus Four |
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Also see: Morgan Car Reviews | The History of Morgan |
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The Morgan Plus Four was a larger-engined (Standard Vanguard, 2088cc, 68 bhp at 4200 rpm) replacement for the long running 4/4 which had been in production, with relatively few changes, since the late 1930s. Available as a two-seater Sports or Drophead Coupe (shown) the Plus Four had numerous other improvements, including a strengthened chassis, slightly longer wheelbase, more accurate front suspension / steering geometry and a somewhat softer ride. A four-seater version was added later in 1951. |
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Morris Minor Series MM |
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Also see: Morris Car Reviews and The History of Morris (AUS Edition) |
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The Morris Minor, Series MM, four-door Saloon was announced in October 1950 as an addition to the popular two-door Saloon and Convertible versions which had been introduced in 1948. Apart from the different door arrangement, this version was externally distinguishable from the other two by having larger headlamps set high in the wings, with separate sidelamps positioned alongside the radiator grille. Early in 1951 this modification was also incorporated on the two-door models. Other improvements common to all versions were twin windscreen wipers and one-piece bumpers. A painted radiator grille in place of chromium was introduced in March 1951. |
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Paramount Ten |
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Although series production did not start until early in 1951, prototype versions were in evidence during 1949/50. Powered by a 1172-cc Ford engine with twin carburetors - a supercharger was optional - and using a Ford three-speed gearbox the attractive Paramount (initially available as a Roadster or Drophead Coupe) had a chequered career during which time it passed through four changes of ownership. A 1½-liter-engined model replaced the Ten a matter of months before production finally ceased in 1956. |
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Riley 2½-liter Saloon |
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Also see: Riley Car Reviews | The History of Riley |
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The Riley 2½-liter Saloon was in production from 1946 to 1953 with only minor detail modifications. During 1948-51 a Drophead Coupe version was available; a Roadster was made during 1948-50. The contemporary 1½-liter Saloon was similar in appearance, but had slightly shorter wheelbase and dark blue instead of light blue radiator badge. |
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Rover 75 P4 Saloon |
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Also see: Rover Car Reviews | The History of Rover (AUS Edition) |
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The Rover 75 P4 Saloon was carryover from 1950 and was the only car produced by The Rover Co Ltd at the time, except for the Land-Rover multi-purpose vehicle (Series I; wb 80 in., 86 in. from August 1951). |
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Simca 9 Aronde |
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Also see: Simca Car Reviews | The History of Simca |
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The first Aronde debuted in 1951 and was fitted with 1221cc 44.5 bhp (33.2 kW) engine from the previous Simca model, the Simca 8. Body styles consisted of a four-door saloon, a three-door estate and a two-door coupé coachbuilt by Facel. The latter was subsequently replaced by a coupé based on the saloon Aronde body, called Grand Large. The 9 Aronde had a favorable reception in the French market: by 1953, total sales had passed the 60,000 mark. |
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Singer Nine Model 4AB Roadster |
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Also see: Singer Car Reviews | The History of Singer |
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The Singer Nine Model 4AB Roadster was introduced in October 1950, and was an improved version of the Model 4A (launched in Sept 1949). Modifications included a shorter radiator with a small valance at its base, longer and sweeping front wings, fixed bonnet sides and centrally hinged bonnet top, plain bumpers. full disc type wheels, improved seats, larger brakes and independent front suspension with coil springs. The Model AB, which sold at £666, was discontinued in October 1951. Also available were the SM1500 Saloon and Roadster. |
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Standard Vanguard |
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Also see: Standard Car Reviews | The History of Standard |
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The Standard Vanguard I models (first introduced in 1948; modified versions for 1950 easily distinguishable by full spats over the rear wheels) were continued into 1951 with no modifications of note. Available were a four-door Saloon and Estate Car (shown), both fitted with a four-cylinder, 2088-cc power unit which developed 68 bhp at 4200 rpm. Laycock-Normanville overdrive became optionally available in the summer of 1950; the Vanguard was one of the first British cars to offer this facility. Prices were £726 for the Saloon and £877 for the Estate Car. |
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Sunbeam-Talbot 90 Mark II Saloon |
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Also see: Sunbeam Car Reviews | The History of Sunbeam |
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The Sunbeam-Talbot 90 Mark II Saloon was powered by a larger engine than the Mark I (2267cc v 1944cc) which gave it a significantly better performance. Other modifications made to this popular marque were a stiffer chassis frame with coil-spring independent front suspension (IFS), anti-sway bar at the front, transverse bar at the rear, hypoid bevel rear axle with higher gearing, and a new heating and ventilation system. The Mark II could be identified by the modified front end which included two small air-intakes next to the radiator grille, the new style bumpers and separate sidelamps. |
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Sunbeam-Talbot 90 Mark II Drophead Coupe |
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Also see: Sunbeam Car Reviews | The History of Sunbeam |
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The Sunbeam-Talbot 90 Mark II Drophead Coupe, which was approximately 60 Ib lighter than the Saloon version, had wind-up windows not only in the doors but also in the rear quarters. |
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Triumph Mayflower |
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Also see: Triumph Car Reviews | The History of Triumph |
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The Triumph Mayflower Drophead Coupe was announced in October 1950, however only eleven of these were made, the last in the early part of 1951. The Mayflower Saloon continued with a number of modifications including a revised rear suspension and more deeply dished road wheels. |
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Vauxhall Velox |
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Also see: Vauxhall Car Reviews |
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Vauxhall Motors Ltd were still using a pre-war bodyshell for their Wyvern and Velox models, albeit with new front and rear end styling (from 1948) and other modifications. These models were in production until the summer of 1951. |
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Volvo PV 444 |
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Also see: Volvo Car Reviews | The History of Volvo |
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The PV444 was Volvo's first uni-body car. It was also the first Volvo in almost 20 years to come with a 4-cylinder engine. The first PV444s were powered by a 40 hp 1.4 liter inline-4 engine designated the B4B, with three main bearings, overhead valves, and a single downdraft carburetor. |
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