Standard History

"Drive the Flag"

A HISTORY OF STANDARD CAR PRODUCTION

Compiled by Roger Morris

The following is a concise but comprehensive listing of all known Standard production car models, plus the output of major manufacturers and coachbuilders using Standard parts:

1903

6hp single cylinder 'Motor Victoria' - The first Standard.

1904

12/15hp twin cylinder
Later in year, three and four cylinder cars produced.

1905

18/20hp Six cylinder 'Standard Six' ) Generally sold as chassis with 16/20hp Four cylinder ) various bodies available i.e. Landau, 12/14hp Four cylinder ) Landaulette and Open Tourer.

1906 - 1908

1909

20hp six cylinder introduced to the above range which continued as before

1910 - 1912

As for 1909

1913

The new Standard small car:- 9.5hp (1087cc) Model S four cylinder:- Rhyl 2 seater. With various body styles available:- Rhyl Special All Weather 2 seater; Hurlingham Victoria; Ranelagh Coupe; Richmond Fixed Head Coupe (Threequarter Coupe).

1914

As above, but now 9.5hp chassis used as basis for a commercial vehicle (Standards first).

1915

Car production abandoned until end of war. (See Aircraft Production)

1918

9.5hp (1087cc) Model S - Small batch of 198 produced before introduction of:-
9.5hp (1328cc) Model SLS four cylinder 2 seater.

1919 - 1921

9.5hp (1328cc) Model SLS continued.

1921

July - 11.6hp Model SLO introduced - basically a bigger SLS with overhead valves (the first OHV Standard) - 4 seater all weather tourer.
October - 8 hp. Successor to Model SLS announced with overhead valve engine and 2 or 4 seater body; it was not successful and few were made.

1922 - 1923

13.9hp Model SLO4 four cylinder 4/5 seater and
11.6hp Model SLO continued.

1924

13.9hp Model SLO4 (14/40hp) continued - Leamington 2 seater and dickey
Warwick 4/5 seater tourer.
Portland Saloon
Pall Mall Saloon.
11.4hp Model V3 introduced with four cylinder overhead valve engine:-
Canley 2 seater tourer
Coleshill 2 seater tourer
Kineton 4 seater tourer
Kenilworth 4 seater tourer
Piccadilly 4 seater saloon

1925 - 1926

Models as 1924 but alternative bodies or names on larger car:-
SLO4/V4 - Stratford 4 seater tourers
SLO4/V4 - Wellesbourne 4 seater tourer
SLO4/V4 - Wellesbourne 4 seater tourer
SLO4/V4 - Charlecote 2 seater DHC
Chorley
Sherbourne
New 14/28hp model introduced with completely new OHV engine - Model V4.

1927

11.4hp V3 and 13.9hp V4 continued as in 1926.
18/36hp Model 6-V six cylinder overhead valve engine introduced with saloon and tourer bodies.
8.9hp Nine introduced at Olympia late in year. 'The Worm Drive Nine' - Falmouth fabric saloon with 4 cylinder inclined side valve engine.

1928

8.9hp Nine continued - 2 and 4 seater tourers
Falmouth fabric saloon
Fulham fabric saloon
Gordon England 2 seater sports )
Gordon England 2 seater saloon ) both available
supercharged
9.9hp Nine introduced in September - a long wheelbase version of 8.9hp model with larger bore engine known as the Teignmouth fabric saloon.
13.9hp Model 14/28 V4 continued with the addition to the range of the Farnham fabric saloon.
18/36hp Model 6-V continued and was joined by:-
18/42hp which had the same engine but was equipped with a four speed gearbox and had horizontal bonnet louvres as opposed to the vertical ones on the 18/36.

1929

8.9hp Nine SWB continued as in 1928
9.9hp Nine LWB Teignmouth Fabric Saloon joined by:-
Teignmouth Steel Coachbuilt Saloon and Selby four seater tourer, the Jensen Bros Avon 2 seater sports and William Lyons Swallow 2 door saloon.
15hp Fifteen Exmouth Fabric Saloon
Six cylinder 1930cc Envoy Steel Saloon
Ensign Steel Saloon
16hp Sixteen (six cylinder SV) Tourist Coupe introduced later in year (2054cc)

1930

9.9hp Big Nine introduced to replace the previous two models. Fitted with spiral bevel rear axle in place of worm drive. Saloon, touring (2 and 4 seaters), Avon and Swallow bodies available.
15hp Exmouth and Ensign continued as before as did the larger engined 16hp model now known as the Envoy.

1931

9.9hp Big Nine continued as in 1930
15hp Exmouth available as before
16hp Ensign using last years Envoy engine
20hp. (2552cc) introduced using Envoy name. (side valve six cylinder)
Avons and Swallows as before.

1932

8.9hp Little Nine introduced alongside
9.9hp Big Nine - Coachbuilt Saloons available as well as 2 and 4 seater tourers
16hp Sixteen (the former Ensign) and
20hp Twenty (the former Envoy) continued
9hp and 16hp chassis supplied both to Avons and Swallow. Additionally 16hp chassis supplied to Mulliner who produced a 4 door close coupled saloon.
In July 1932 the Little 12 and Big 12 six cylinder side valve saloons and 2 and 4 seater tourers were introduced.

1933

The Standard range continued as for 1932 and most of the activity was centred around the specialist coachbuilders. The Jensen Bros ended their association with Avon and joined forces with Patrick Motors to produce the Bournebrook Special, a 4 seater sports tourer on the Little 12 chassis. Avon hired Charles Beauvais as designer whose tourers, coupes and saloons on the 9hp and 16hp chassis were outstandingly pretty. A novel introduction by Beauvais was flashing direction indicators.
William Lyons at Swallows commenced the equally attractive SS series of cars with the SS1 on the 16hp chassis.
Mulliners introduced a Landaulette and a 7 seater saloon, both based on the 20hp chassis.

1934

9hp. Nine replaced the previous little Nine and the 10hp Ten took over from the Big Nine. Both available in saloon and tourer form, the Nine as 2 and 4 door saloon, and the Ten with a DHC model alongside the 4 door saloon. 10/12hp Speed Model Saloon was introduced which combined the new 11.9hp 4 cylinder SV engine from this years Twelve in the 10hp chassis. A Sport Coupe was also produced in 2 seater form. 11.9hp (4), Twelve model in four and six cylinder SV form was available. The Twelve Six is 13.5hp (6), frequently but incorrectly referred to as a Fourteen. The 16hp Sixteen and 20hp Twenty continued as before.
Avon produced fixed and drophead coupes on the 10hp chassis and sports saloons on the 16hp chassis.
Salmon and Son also produced a DHC based on the 10/12hp 'Speed' Model.
The first 'Atlas' commercial appeared, being a van body on the 4 cylinder 12hp chassis.

1935

Models for 1935 continued as for 1934 with the following exceptions/additions:-
9hp only available now in 4 door form.
10/12hp. Now available as a Sports Saloon, or Sports Coupe plus also in 'Speedline' form, which being well received by the public became the model for the future 'Flying' models. Avons now gave names to their models, producing the Waymaker 1 sports saloon in pillerless form on the 16hp chassis and the Waymake II (identical to the Waymaker 1 save for a shorter bonnet) on the 10/12hp speed chassis. SS models were available on 10hp, 12hp, 16hp and 20hp chassis (especially lowered by SS) and the SS90 sports was introduced using the 20hp engine. (The SSI was basically the 16/20hp chassis whilst the SSII was produced on the 10 or 12hp chassis).

1936

Probably the year in which the largest range of Standards was offered. These comprised:-
9hp. Nine in 2 and 4 door saloon form and DHC (2 door).
10hp Ten in 4 door saloon and DHC (2 door)
12hp. Light Twelve (the old 10/12 model) 4 door saloon and 2 door DHC.
12hp - Twelve 4 door saloon and 2 door DHC.
16hp Sixteen saloon
20hp Light Twenty saloon (a 20hp engine in the 16hp chassis)
20hp Twenty saloon
The 16 and 20hp were 6 cylinder SV engines as before, the others being 4 cylinder SV units.
12hp Flying Twelve
16hp Flying Sixteen and
20hp Flying Twenty (six cylinder)
Later in the year, other Flying models were to become available:-
10hp Flying Ten and
12hp Flying Light. Twelve both in March 1936 and then
9hp Flying Nine and
20hp Flying Twenty V8 in October 1936 - the V8 being the first of the Flying models with the waterfall radiator. Avons continued with their own models on 12,16 and 20hp (6 cylinder) chassis (either basic or Flying chassis) and Mulliners produced a diminutive 2 door Landaulette on the 9hp chassis. The SS models continued as before but 1936 saw the introduction of the Jaguar name. br>

1937

The squarer earlier models were discontinued in favour of the Flying models which are as for 1936 but DHC versions were also available. Additionally, the Flying Sixteen was replaced by the Flying Fourteen with 4 cylinder 1776cc engine which had the 12hp available as an option and the Flying Twenty six cylinder model could be had with the 16hp engine as an option. The V8 could be had in coupe form as well as saloon. Avons continued as before as did SS and Jaguar. Raymond Mays produced touring and coupe versions of his Raymond Mays Special based ont he V8 20hp chassis. Late in 1937, Avon ceased production in anything like volume form.

1938

All models as for 1937 but now were fitted with the new waterfall grille as the V8 model. During March, the Flying Twelve Super Saloon and DHC were introduced followed in July by the Flying Fourteen and Flying Twenty Super Saloon models, with central chassis lubrication, enhanced trim and fittings. October saw the introduction of the Flying Eight in saloon, de luxe and tourer forms, all with independent front suspension. Also the Flying Ten Super and Twelve Super models became available with independent suspension.

1939

Again the mixture as before with the Super and independent options, which by now had spread to the Fourteen and Twenty models.
January saw the introduction of the Popular Nine as well as Super Nine, and later the Eight was produced in DHC form.

1940

Some 4 door Flying Eight saloons as well as a few Nine, Ten, Twelve and Fourteen Flying models were produced for private use.
Main production was:-
10hp )
12hp) chassis with utility van and pick up bodies although some became
14hp) ambulances.
A few 8hp chassis were equipped with 'box' bodies for use as YMCA tea dispensers!! The Beaverette Light Armoured Car was introduced with 14hp engine and MkII II and IV versions with varying amounts of armour and armourment.
For more on Standard's Wartime activities, see Aircraft Production

1941 - 1942

Utility production of basically 12 and 14hp models continued as did the Beaverette.

1943

12hp 'Jeep' type cross country vehicle was made but not put into production, whilst the Utilities continued as before.

1944

Saw the birth of the 'Jungle Bug' with modified 8hp engine intended for airborne operations, but not used and not productionised.

1945

On completion of the war the Eight, Twelve and Fourteen were quickly back in production, the saloons being joined by a timber estate car body version of each model (steel being in short supply). No longer were the cars called 'Flying Standards'.

31st December 1945 - The Triumph Company was acquired by the Standard Motor Company. A 4WD agricultural vehicle was produced based on the 8hp engine - only short production run.

1946

8hp, 12hp and 14hp continued as before now joined by Triumph 1800 in Roadster and Saloon form using engines surplus to Jaguars requirements.
Jaguar were now making their own cars of 2 1/2 and 3 litre capacity utilising their own engines, although they still used Standards 1 1/2 litre unit.
September 1946 - last years 4WD vehicle was replaced by the first of the Ferguson tractors.

1947

All models as for 1946 until July when the Vanguard was introduced originally in 1850cc form but soon enlarged to 2088cc with OHV gear.

1948

The older Standard models were now phased out, the last Eight being produced in July and the Twelve and Fourteen models ending their production runs between July and September. The Vanguard saloon continued as before to be joined by Vanguard Estate, 12cwt Van and Pick Up Truck versions in October.
Late in 1948 the Triumph Roadster and shortly afterwards the saloon were fitted with the 2088cc Vanguard engine.

1949

Production now was all Vanguard models and derivatives alongside Triumph Roadsters and saloons, the saloon becoming known as the Renown.
November saw the new Triumph Mayflower emerge with 1 1/4 litre side valve engine.

1950

The mixture as before with refinements:
The Vanguard was now available (in May) with a rolltop roof courtesy of Tickford and in June was fitted optionally with overdrive, as was the Renown, which had a new IFS chassis frame for good measure.
October saw the extremely attractive 'streamlined' Triumph Roadster, of which only 3 examples were built, as well as the introduction of a DHC of the Mayflower, again very short lived, being withdrawn in December.

1951

All as for 1950 but the Motor Show saw the introduction of a revised radiator grille and wider back window for the Vanguard (Phase IA as it is often termed) and a limousine option of the Renown.

1952

Again - all as before with the exciting addition of the Triumph TR2 sports, fitted with a linered down Vanguard engine of 1991cc plus twin carbs.

1953

In March, the Vanguard Phase II was released featuring a re-styled boot to complement the previous revisions of 1951. Triumph production continued as before. Ferguson tractors had been steadily produced in large numbers since 1946 both in petrol and diesel engined form, now, in September, Ferguson merged with Massey Harris, although the respected Ferguson tractor continued in both forms for several years to come. The 8hp Standard saloon was introduced during the year, a very spartan basic little car, with 803cc ohv four cylinder engine.
December saw the Swallow Doretti sports car based on the TR2, and produced by the Swallow Coachbuilding Co of Walsall and no connection with SS (now Jaguar) of previous association.

1954

Saw the introduction in April of the new Ten which had an enlarged engine of 948cc and a fully trimmed bodyshell with winding windows. This same bodyshell was used for the new Eight De Luxe which came out in June, whilst August saw the first Diesel engined Vanguard (with Ferguson motor) in Estate,Van, Pick Up and Saloon versions.
October spawned the Ten estate (Companion) as well as a 6cwt Pick Up based on the Ten. Flashing indicators, first seen on Beauvais' 1933 Avon Coupe were now fitted to the Eights and Tens. Otherwise the range continued as before.

1955

The Vanguard became the Vanguard III with unit construction body in place of the previous chassis framed vehicle. The 2088cc engine continued. In July the Family Eight replaced the basic Eight and for the Motor Show in October the Super Eight and Super Ten were announced with enhanced trim and equipment. The Motor Show also saw the introduction of the TR3, a revised TR2.

1956

The range continued as before, but the smaller cars were now joined in March by the Family Ten, a basic version, and the two pedal 'Standrive' system was introduced later in the year, again for smaller cars. The Vanguard III Estate Car, and the Sportsman version of the saloon (with basically a TR3 engine, albeit not quite as powerful) joined the saloon Vanguard III and the TR3 was treated to disc brakes.

1957

The Eights and Tens were now available in 'Gold Star' form, with increased power and new radiator grilles and also the option of overdrive plus an openable external boot on the Eights. The Pennant, a re-styled Ten was introduced later in the year. The Vanguard III and derivatives spawned a cheaper version known as the Ensign, with 1670cc ohv engine and floor change gearbox as opposed to the column change on previous Vanguards. The Ferguson tractor was given a new 2.3 litre diesel engine. The Ten and Vanguard had been produced in or exported to various countries for several years, and model names now varies from the home counterparts, the Ten in Australia being the Standard Cadet whilst in the USA it was the Triumph Sedan (or Estate Wagon in Companion form).
The Vanguard was similarly treated, being known as the Spacemaster in Australia.

1958

The range continued as before, to be joined early in the year by the facelifted TR3 known as the TR3A (with wider radiator grille to distinguish it). The Peerless GT was a 4 seater attempt on the TR3 by a small specialist company to produce a family mans sports car. The Standard Atlas 10/12cwt van was introduced as was a pick up version, both with the diminutive 10hp 948cc engine.
At the Motor Show, the Michelotti Vanguard Vignale was shown based on the Vanguard III with either 3 speed column change or 4 speed floor change gearbox. The Vignale came in saloon and estate versions and the Ensign also received the new treatment.
Since its introduction in 1949, the Triumph Mayflower had continued steadily and in Australia a Pick Up version was available to complement the Vanguard Pick Up also made there.

1959

Saw the start of the change from Standard to Triumph orientation with the introduction of the Michelotti styled Herald in Saloon and Coupe form, reverting back to separate chassis frame but utilising the 948cc Ten engine with single carburettor for the saloon and twin carbs for the coupe. Others in the range continued as before.
Massey Ferguson split from their liaison with Standard in August and all tractor assets were sold to them. Also Standard Triumph International was formed as the holding company, of which the Standard Motor Company (1959) Ltd was a manufacturing subsidiary.

1960

The Eight, Ten and Pennant were now discontinued and production of the Herald stepped up. The Vanguard Saloon, Estate and the Ensign continued along with the TR3. The Companion as the Ten Estate had come to be called, continued albeit with the Pennant style of front end. The Herald Convertible was introduced in September along with a larger engined version (1670cc Ensign Unit) of the Atlas. Also the Vanguard Six became available with a new 1998cc 6 cylinder ohv engine in the Vignale style body. A few Michelotti Triumph Italia 2000 sports models were produced in Italy based on the TR3 chassis. The Peerless GT was re-styled to become the Warwick GT, which was to last only for another year.
August 1960 saw the Leyland takeover.

1961

The Herald became two versions in March - the Herald S (a cheaper version of the saloon) and the Herald 1200, distinguished by rubber bumpers and 1147cc ohv engine. The 6cwt van based on the Ten or Pennant was given increased capacity and appeared n 7cwt and 10cwt guise. The TR4 was announced with an enlarged 4 cylinder 2138cc engine and body changes. The Vanguard range continued as before but in smaller numbers.

1962

Saw the last Standard model introduced - the Ensign De Luxe in saloon and estate versions. A smaller derivative of the Vanguard 6 engine (of 1596cc) was shoehorned into the Herald chassis and the new car became the Vitesse 6 - available in saloon and convertible form. Two new commercials were introduced in September, known briefly as the Standard Fifteen and Standard Twenty soon to be known as Leyland Fifteen and Leyland Twenty in petrol and diesel form with van and pick up bodies.
The Triumph Spitfire made its bow at Earls Court with a twin carburettor version of the 1147cc engine, known as the Spitfire 4.

1963

The Herald was fitted with the tuned Spitfire engine to be known as the Herald 12/50 which ran parallel with the Herald 1200, in saloon and convertible form. The Dove GT R4 by Harringtons (sold by C F Dove Ltd of Wimbledon) based on the TR4 was produced briefly and Sharps Commercials of Preston brought out the rebodied Herald/Spitfire amalgam known as the Bond Equipe which was destined for a long (for a specialist car that is) production run in its various guises and engine capacities. The end of May 1963 saw the last "Standard" badged car roll off the production lines - an Ensign De Luxe, subsequently registered 2757 KV.

Post 1963 Derivatives

Though production of the Ten saloon had ceased, the Companion estate, van and pick-up continued for some time. Herald/Vitesse production continued into the 1970's and the Spitfire was developed and continued into the 1980's. The Vanguard 6 engine was carried over into the Triumph 2000. A succession of Triumph cars were built during the 70's including the 1300, Toledo, Dolomite and Stag. The TR4 was developed into the TR4A with IRS, then a six cylinder TR5 and TR6, again based on the Vanguard engine. The TR7 carried over no parts from the previous TR range. The last Triumph of all was the Acclaim, which was a rebadged Honda design, and the last car to be built in Standard/Triumph factories.

I am aware that there are other cars and information that could be added to this site to make it more comprehensive, so if you have material and photographs, please let me know.  Please send me, Phil Homer, a message at: Phil Homer

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