Standard’s first model was the 6 hp single-cylinder Motor Victoria, which launched the Standard name. It had a bore of 5" and a stroke of 3".

This year saw the introduction of the 12/15 hp two-cylinder car of 1926 cc. Later in the year three- and four-cylinder cars were produced

In 1905 Standard, at the same time as Rolls Royce and Napier, introduced the six-cylinder engine to the UK, with an 18/20 hp unit of 4714 cc. The two- and four-cylinder cars continued; these were sold as chassis, with the option of Landau, Landaulette or open tourer bodies.

During these years the model range comprised the

50 hp six of 11.7 litres, the 30 hp six, 5297 cc, and the 20 hp four of 3531 cc. Choice of bodywork was as for 1905. Two air-cooled cars were built.

A 20 hp six of 4032 cc was added to the above range in 1909.

The new Standard small car, the model S, was launched. It had a 9.5 hp 1087 cc four-cylinder engine and was available with a range of body styles, namely the Rhyl 2 seater, the Rhyl Special, the Hurlingham Victoria, the Ranelagh coupe and the Richmond fixed head three-quarter coupe. In addition a 15hp and a 20hp chassis were offered.

A commercial vehicle option was available on the 9.5 hp chassis.

Vehicle production was suspended for the duration of the war as the factories concentrated on military production.

198 model S were produced, to be followed by the 1328 cc SLS 2-seater, with a longer and wider body than the S.

The SLS continued during these years. In July 1920 the 11.6 hp SLO was introduced. This was a 1598 cc SLS with overhead valves (the first OHV Standard) with a 2-seater + dickey or a 4-seater all-weather tourer body.

The SLO was superseded by the SLO4, with a 1944 cc engine, rated at 13.9 hp, with two-seater + dickey or four-seater body. In October came the 8 hp V1, a successor to the SLS with a 1087 cc OHV engine and a choice of two- or four-seater body. It was not successful; few were made.

The SLO4 continued, with a slightly longer wheelbase. The V1 was given a larger 11.4 hp engine of 1307 cc and became the V2 model. It was no more successful than the V1; very few were made.

The SLO4 continued, with a choice of bodies: Leamington two-seater with dickey, Warwick 4/5-seater tourer, Portland saloon and Pall Mall saloons. The 11.4 hp 1307 cc engine was improved, mounted in a chassis of new design and became the very successful V3 model with the following choice of bodies: Canley 2-seater tourer, Coleshill 2-seater tourer, Kineton 4-seater tourer, Kenilworth 4-seater tourer and Piccadilly 4-seater saloon.

1924 models continued; a new model, the 14/28hp V4, made its debut in 1926, with a modified 1944cc engine, replacing the SLO4. Alternative bodies appeared on the larger cars: Stratford 4-seater tourer, Wellesbourne 4-seater tourer, Charlecote 2-seater drophead coupe, Park Lane saloon and the Corley, Sherbourne and Sidmouth variations. The V3 was dropped in 1926.

The V4 continued. An 18/36hp model, the 6-V, with a six-cylinder OHV engine of 2230 cc appeared, and was available with saloon and tourer bodies.

A landmark for Standard was the launch, at Olympia in October, of the 8.9hp Nine. Marketed as The Worm Drive Nine, it had a Falmouth fabric saloon body and a four-cylinder side valve engine of 1153cc. It is little

exaggeration to say that this was the car that saved Standard, as had the company relied on larger, more expensive models, which were becoming unsaleable due to the tough economic conditions that followed the Wall Street Crash, it may not have survived into the Thirties.

The Nine was designed by Alfred Wilde, who had a brilliant but short career, dying at 39, partly from overwork. It was an instant success.

The Nine continued with a choice of these bodies: 2- or 4-seat tourer, Falmouth or Fulham fabric saloons. In addition the Gordon England 2-seater saloon and sports 2-seater were offered, both available supercharged. A longer wheelbase Nine was introduced in September, with a 1287cc engine and a fabric body called the Teignmouth.

The V4 continued, with Farnham fabric saloon bodywork now offered

Both Nines continued for 1929, the LWB bodywork comprising Teignmouth fabric or steel saloon and Selby 4-seater tourer. Two names that were to be highly significant to Standard made their debut: an Avon 2- seater designed by the Jensen brothers appeared, and William Lyons started to build his Swallow bodies, at first using Standard chassis alongside other makes.

New models were the 15, a 1930 cc side valve six with Exmouth fabric saloon body or Ensign steel saloon body, and the 16, with a 2054 cc six and Envoy steel saloon body or tourist coupe body. Due to the slump the sixes sold only in small numbers.

The Big Nine replaced the previous Nine models and was fitted with

spiral bevel rear axle and coil ignition. Saloon and two- or four-seater tourer bodies were offered. The 15 and 16 continued.

1931

The Big Nine and Exmouth continued as before, while the Ensign used the engine from the 1930 Envoy. A Twenty was introduced, with a 2552 cc six. Avons and Swallows continued.

A new model, the Little Nine with a 1005 cc engine, made its appearance alongside the Big Nine, with saloon and two- or four-seater tourer bodies. The 16 and 20 continued. 9 and 16 chassis were supplied to both Avon and Swallow. In July two six-cylinder cars were launched: the Little 12 of 1337 cc and the Big 12 with 1497 cc. Saloons and tourers were available.

The 1932 range continued with various detail modifications. Avon and Swallow continued to produce stylish bodies, Swallow launching the SS series cars.

The 1052 cc Nine replaced the Little Nine, while the 1343 cc Ten took over from the Big Nine. Both were, as before, available as saloons or tourers. A Twelve was introduced, with a 1608 cc 4-cylinder engine; this engine was given twin SU carburettors in the Ten chassis as the 10/12 Speed Saloon or Sports coupe. The 1497 cc six was available in the 12. The first Atlas appeared, a four-cylinder Twelve with a van body.

Models were as for 1934 with the following exceptions: the Nine was available as a four-door saloon, while the saloon and coupe on the 10/12 chassis were joined by the Speedline saloon, a streamlined design which was the direct ancestor of the Flying Standards. The Twenty engine was now 2664 cc. Avon and SS continued to use Standard chassis, the SS range now using 10, 12, 16 or 20 chassis.

In October came an important landmark in the history of the company: the Flying Standards made their debut at the Motor Show. There was a 12, with the 1608cc engine, and a 16 and 20; the latter shared the same body. The older models continued, with a revised chassis, bonnet and radiator similar to that on the Flying range.

More Flying Standards appeared: the Flying Ten and the Flying Light Twelve in March and the Flying Nine in October, along with a revised Flying Ten with a 1247 cc engine. The Flying Sixteen was replaced by a Flying Fourteen with a 1776 cc version of the twelve’s four-cylinder engine.

A minor sensation at the Motor Show was the Flying V-Eight, its engine being a side-valve unit of 2686 cc; the blocks were derived from the 1343cc Ten engine. It had a top speed of 82mph.

The squarer earlier models were discontinued in favour of the Flyers.

New Fourteen and Twenty Touring Saloons were announced, with

extended rear ends to accommodate more luggage. Avon bodied the V-Eight, but later in 1937 ceased production in volume. SS continued to go from strength to strength.

The 1938 range was announced in July 1937; principal change was the adoption on all models of the ‘waterfall’ radiator grille pioneered on the V-Eight.

Concern over Hitler’s policies in Europe led to Standard overseeing the creation of a government ‘shadow’ factory in Banner Lane.

During March the Flying Twelve super saloon and Drop Head Coupe joined the model list, followed soon by Fourteen and Twenty super saloons; these had central chassis lubrication and enhanced trim and fittings. In October the Flying Eight, with a 1021 cc engine, was launched; a two-door saloon or tourer, it had independent front suspension. Also available with independent front suspension were the Flying Ten Super and Twelve

During this year independent front suspension was offered on the Fourteen and Twenty cars.

Some four door Flying Eight saloons were built as well as a few four door Nines. Some Ten, Twelve and Fourteen saloons found private buyers while others went to the forces and government, but the main production was of Ten, Twelve and Fourteen chassis with utility van and pick-up bodies; some became ambulances. A few Eights received box bodies for use as YMCA tea vans. The Beaverette light armoured car was introduced, with the 1776 cc engine. There were four different types; the Mks. III and IV resembled little pillboxes, with a rotating gun turret.

Utility Twelves and Fourteens continued, as did the Beaverette.

A jeep-like cross-country vehicle with the 1608 cc engine was made but not put into production; the utilities continued as before.

The ‘Jungle Bug’, intended for airborne operations, using the Eight’s engine, was built, but the War Ministry decided against its production.

After the war production of the Eight, Twelve and Fourteen started as quickly as possible. These were derived from the pre-war cars but had modified bodywork. The Fourteen was a Twelve with a Fourteen engine. The adjective Flying was dropped. Some cars received wooden estate car bodies to save precious steel. The Triumph company was absorbed.

This year saw the introduction of the first Standard-built Triumphs, the 1800 Roadster and Saloon, using an overhead valve version of the 1776 cc engine which had been introduced pre-war to Jaguar’s requirements. The first Standard-built Ferguson tractors were launched in September.

The 1946 models were continued. In July came another notable landmark in the company’s history: the unveiling of the all-new Vanguard. The engine, a 2088 cc OHV unit, was a new design, while the front bench seat (three-speed column change) made the Vanguard a full six seater. The styling, by Walter Belgrove, was influenced by the American Plymouth saloons.

The pre-war style models were phased out: the last Eight was built in July, the final Twelves and Fourteens between July and September. Estate, van and pick-up versions of the Vanguard were launched. Later the Vanguard engine was fitted to the revised Triumph saloon - the Renown - and to the Roadster .

Standard now had a ‘one model’ policy, building just Vanguards, along with the Triumph models. In November the Triumph Mayflower was launched, a scaled-down version of the Triumph Renown, with a side valve engine.

The Vanguard was available with a roll-top roof by Tickford, and overdrive became optional in June. The Renown chassis was altered to incorporate IFS, and an overdrive option was offered.

At the Motor Show the Phase IA Vanguard made its appearance. The most obvious design changes were the revised frontal styling and an enlarged rear window. A limousine version of the Renown was offered.

In March the Phase II Vanguard was released. It lost the distinctive ‘beetleback’ look; wider doors were a feature. April saw another landmark in Standard's history: the debut of the Eight. This was an entirely new design and introduced the small car engine at 803 cc; an OHV power unit designed by David Eley, it was to be enlarged steadily over the years to no less than 1492 cc. The Eight, which was Standard’s first monocoque design (with no separate chassis), was a four-door four-seater, but had a spartan finish, lacking an opening boot lid, heater, passenger side wiper and hub caps. It featured sliding windows and cloth seats. The Triumph TR2 made its first appearance - a two-seater sports car with side screens and a 1991 cc version of the Vanguard engine, breathing through twin carburettors. Another new car, based on TR2 mechanics, was the Swallow Doretti, a two-seater built by Swallow in Walsall to be sold through the Standard dealer network; it was aimed at the American market. In September Ferguson merged with Massey-Harris of America. Standard had built a large number of Ferguson tractors since 1946 at the Banner Lane plant; the plant continued to build tractors until 2003, although Standard involvement was to end in 1959.

The Ten was launched in April, using a better-equipped version of the Eight bodyshell, with winding windows and a conventional boot lid, features that were also made available on the Eight. The Ten had a 948cc version of the Eight engine. In August the first diesel-engined Vanguards, both saloons and commercials, were introduced, using a redesigned version of the 2088cc petrol engine. The Companion, an estate car version of the Ten, appeared in October.

An entirely new Vanguard, the Phase III, was launched, with monocoque body styled by the American Carl Otto. The 2088 cc engine continued. In July the Family Eight replaced the basic Eight, while at the Motor Show the Super Eight and Super Ten, with enhanced equipment, made their appearance. Thisshow also saw the new TR3 - a revised TR2.

The range continued as before. The small cars were supplemented by the Family Ten, a basic version with no opening boot lid. An option on the Eight and Ten was the two-pedal Standrive system, using a vacuum and centrifugal clutch with a conventional gearbox. New Vanguards were the Phase III Estate Car and the Sportsman; the latter had a TR3 derived engine, but fewer than 1000 were built. The TR3 was treated to disc brakes.

Gold Star Eights and Tens were introduced, with restyled grilles and increased power. The Pennant, an upmarket Ten with revised frontal styling and a remote control gear change, was launched later in the year. A cheaper Vanguard was the Ensign, with a 1670 cc version of the usual engine and a four-speed floor-mounted gear change.

The 1957 range continued; the TR3 was facelifted as the TR3A. A new Standard commercial, the Atlas, was introduced; using the 948 cc engine from the Ten, it was available as van or pick up. The Italian stylist Giovanni Michelotti restyled the Phase III Vanguard, which became the Vanguard Vignale. The four-speed floor change was now an option on the Vanguard. The Ensign also received the new treatment.

The abolition of the Standard name began; the word had become debased and now meant ‘not deluxe’. All new models would be Triumphs. The replacement model for the small car range was the Triumph Herald, which reverted to a separate chassis for production reasons; it used the Ten engine and much of its front suspension. It was styled by Michelotti.

As Herald production built up the Eight, Ten and Pennant were phased out, although the van and pick-up would remain for a few years. The Companion continued for a little longer, with the restyled Pennant front. The Vanguard and Ensign continued, along with the TR3A. A Herald convertible was introduced in September, while the Atlas benefited from the 1670 cc Ensign engine. The Vanguard Vignale Six, with a new six- cylinder OHV engine of 1998 cc, was introduced alongside the four-cylinder model. A most important event in August was the sale of the company to Leyland, then purely a commercial vehicle maker.

Two more versions of the Herald were offered: The S, an economy model, and the 1200, with an 1147cc version of the small car engine. This engine was given to the Ten van. The TR4, styled by Michelotti, was announced, with an enlarged engine of 2138 cc. Vanguards continued as before, though selling in smaller numbers.

The last Standard model was introduced - the Ensign Deluxe saloon and estate, with the 2138 cc engine. The Vanguard Six engine, reduced to 1596 cc, was fitted to the Herald chassis as the Vitesse. Two revised versions of the Atlas appeared in September, known briefly as the Standard 15 and 20 but soon rebadged as Leylands; petrol and diesel engines were available. The Spitfire made its debut, on a modified Herald chassis.

The Herald was fitted with a tuned engine as the 12/50; the 1200 was still available. In May the last Standard-badged car, an Ensign Deluxe, was driven off the production line at Canley.

The Ten van and pick-up continued to be available until 1965. Herald and Vitesse production continued until 1971; the Spitfire was developed and continued until 1981. The Triumph 2000, another Michelotti creation, was the replacement for the Vanguard, using the 1998 cc six. In 1965 the front wheel drive 1300 appeared, with a 1296 cc version of the small car engine. The 1500 was launched in 1970, with the engine stretched finally to 1492 cc. Rear-wheel drive derivatives, the Toledo and Dolomite, continued until 1981. The TR4 got independent rear suspension as the TR4A, followed by the TR5 with the 1998 cc six. The TR6 was the last of the separate chassis TRs, styled by Karmann.