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| Company type | Private |
|---|---|
| Industry | Automobile industry Motorcycle until 1915 Bicycle industry until 1915 |
| Founded | 1875 |
| Founder | George Singer |
| Defunct | 1970 |
| Fate | Taken over, Discontinued |
| Successor | Rootes Group |
| Headquarters | , |
Area served | United Kingdom Commonwealth of Nations |
| Products | Automobiles Motorcycles until 1915 Bicycles until 1915 |
Singer Motors Limited was a British motor vehicle manufacturing business, originally abicycle manufacturer founded as Singer & Co byGeorge Singer, in 1874 inCoventry, England. Singer & Co's bicycle manufacture continued. From 1901 George Singer's Singer Motor Co madecars and commercial vehicles.
Singer Motor Co was the first motor manufacturer to make a small economy car that was a replica of a large car, showing a small car was a practical proposition.[1] It was much more sturdily built than otherwise similarcyclecars. With its four-cylinder ten horsepower engine the Singer Ten was launched at the 1912 Cycle and Motor Cycle Show atOlympia.William Rootes, a Singer apprentice at the time of its development and consummate car-salesman, contracted to buy 50, the entire first year's supply.[1] It became a best-seller.[1] Ultimately, Singer's business was acquired by hisRootes Group in 1956, which continued the brand until 1970, a few years following Rootes' acquisition by the AmericanChrysler corporation.
George Singer began his bicycle-making business inCoventry in 1874.[2]At the time, he was foreman of theCoventry Sewing Machine Company, from which he resigned.[3] He was joined in the business by J. E. Stringer, his brother-in-law.[4] It appears Singer was inspired to produce a bicycle safer than the Ordinary (penny-farthing) type standard at the time, by cyclist George Dominy.[4] Singer did not alter the large front and small rear wheel design of the Ordinary, but by raking the front forks (a first) did make it safer.[4] Hepatented the design on 24 October 1878.[4]
He followed this with an 1879 model having a large rear wheel and small front wheels which could be folded aside.[4] and in 1885 with a tricycle, rear wheels driven by chain, which also featured a handbrake (designed by Singer and his associate, R. H. Lea) on the rear axle.[4]
In about 1888, Singer introduced theRational, a diamond-framed model with wheels the same size, each about 30 in (76 cm) diameter.[5] It also offered removable handlebars and removable rear wheel.[6] While safer, its performance suffered.[6] Nevertheless, it proved popular with cycle tourers.[6]
In 1895, Singer Cycle faced a £600,000 "floatation by that egregious company promoter"Terah Hooley,[6] but survived. It also weathered an industry slump in 1898 that wiped out many British bicycle makers.[6]
Singer Cycle Company began producing motor cars in 1901.[6]
Singer Cycle began motor vehicle production in 1901, purchasing the manufacturing rights to the Perks & Birch Motor Wheel, a one-cylinder engine contained in a spoked aluminium wheel,[6] known as amotorwheel. It was a 222 cc (13.5 cu in) four-stroke designed by formerBeeston employees Edwin Perks and Frank Birch. A unique feature was that the engine, fuel tank, carburettor and low-tension magneto were all housed in a two-sided cast alloy spoked wheel. It was probably the first motor bicycle to be provided with magneto ignition. It was perhaps the only motorcycle engine of its era with reliable ignition.[7] These were fitted to bicycles.[8] The design was used by Singer & Co in the rear wheel and then the front wheel of a trike.
In 1904, he developed a range of more conventional motorcycles which included 346 cctwo strokes and, from 1911, side-valve models of 299 cc and 535 cc. In 1913 Singer & Co offered an open-frame ladies model.[9]
Singer & Co stopped building motorcycles at the outbreak of theFirst World War.[10]
In 1909, Singer & Co built a series of racers and roadsters and entered several bikes in races, including theIsle of Man Senior TT in 1914.[9]George E. Stanley broke the one-hour record atBrooklands race track on a Singer motorcycle in 1912, becoming the first ever rider of a 350 cc motorcycle to cover over 60 miles (97 km) in an hour.[8]
Singer's firsttricar was theTri-Voiturette.[7] It was powered by a2+1⁄2 hp (1.9 kW) engine, and offered in two models, the No. 1 (passenger facing backward) and Mo. 2 (passenger facing forward); both fitted the passenger seat well behind the rear axle.[11]
At the 1902 Cordingly Show, at theIslington Agricultural Hall, Singer showed two commercial variants of the Tri-Voiturette, the Motor Carrier, one for tradesmen, one for dairymen.[7]
The Tri-Voiturette was replaced by another tricar, which had two front wheels and a driven rear, more horsepower, and acoachbuilt body, but with the passenger now in front of the driver.[7]
Muriel Hind drove a SingerTricar in the 1906Land's End toJohn O'Groats Trial, with aviation pioneerHilda Hewlett as her passenger and mechanic. She also drove a tricar in the twenty four hour London to Edinburgh Trial, again with a female passenger, making good time in torrential rain.[12]
The first Singer-designed car was the 4-cylinder 2.4-litre 12/14 of 1906.[citation needed] The engine was bought in fromAster.[citation needed]
Singer made their first four-wheel car in 1905. It was designed by Scottish engineer Alexander Craig and was a variant of a design he had done forLea-Francis having a 2-cylinder 1,853 or 2,471 cc (113.1 or 150.8 cu in) engine.[13]
The Craig engine was replaced in 1906 byWhite & Poppe engines in Singer's two light car models. These were a 7 hp (5.2 kW) twin and a 12/14 four-cylinder. These were joined by a White & Poppe-engined Doctor'sBrougham and twoAuster-poweredtourers, a 12/14 and a 20/22.[7]
For 1907, the Lea-Francis design was dropped and a range of two-, three- and four-cylinder models was launched, using White and Poppe engines.[citation needed] The Aster engined models were dropped in 1909 and a new range of larger cars introduced.[citation needed] All cars were now White and Poppe powered.[citation needed]
Singer experimented with a cyclecar, powered by a transversely-mountedaircooled engine in 1911–12.[7] Instead, the company built a light car, theTen, which debuted in 1912 with a 10 hp (7.5 kW) 1,096 cc (66.9 cu in) four-cylinder engine;[14] its main drawback was a three-speedtransmission built into the rear axle.[15] The Ten was the company's first big seller.[citation needed] The same year, two years after George Singer's death, the "bicycle wheel" radiator emblem was deleted.[7] That year's primary product was a 16/20, powered by a White & Poppe engine.[7]
The use of their own power plants spread through the range until by the outbreak of the First World War all models except the low-volume 3.3-litre 20 hp were so equipped.[citation needed]
The Ten's performance attracted interest from formerracing cyclistLionel Martin, who bought a copy right off Singer's stand at the 1912Olympia Motor Show.[15] Martin gave the car a thorough going-over, improving the engine's power and raising the top speed from 40 to 70 mph (64 to 113 km/h).[15] Martin set up shop inHenniker Mews,Kensington, England,tuning the four-cylinder cars, and did a robust business.[15] This was aided by themotor racing success of Martin's own improved Ten, in particular at theAston Clintonhillclimb.[15] The Ten would also be sold byWilliam Rootes, former Singer apprentice turned dealer.[15]
On 11 July 1914,Beatrice Blore drove a Singer Ten car up the cable track (with a gradient of 1 in 3 in places) of theGreat Orme, inLlandudno,North Wales, becoming the first woman to drive up the steep and challenging headland. She was six months pregnant at the time and the drive was a publicity stunt developed by her partner George Wilkin Browne to help sell the cars at hisLlandudno garage, North Wales Silver Motors. The cars were advertised for sale for £195.[16]
Production was suspended for theFirst World War, then resumed afterward.[15] Except for detail changes, the engine remained the same until the Ten ended production in 1923; the chassis was redesigned in 1921.[15] The two-seater was priced at £395.[15]
In 1921, Singer purchased motorcycle and cyclecar makerCoventry Premier, selling a four-wheeler of their design, powered by a 1,005 cc (61.3 cu in)water-cooledV-twin, for £250,[15] under that name until 1924.[13] The engine was changed to a four-cylinder Singer in 1922, but the car ceased production in 1923.[15]
In 1922, Singer's first six-cylinder was a 1,999 cc (122.0 cu in) of 15 hp (11 kW), with a dated fixed head.[15] This new15 used a chassis very similar to the 10's, and had one interesting feature, a retractable luggage rack.[17] In 1924, the 15 was offered with aWeymann fabric body.[17] Sales of the 15 were "modest".[17]
The 10's engine was converted tooverhead valves in 1923 andmonobloc, while the next year, the Ten also got a Weymann body option.[17]
The new10/26 replaced the older 10 in 1924.[17] it offered a 1,308 cc (79.8 cu in) engine and modernized styling. It was offered in several models, from the £195 four-seat Popular to the £295 Saloon Limousine Del Luxe.[17]
At the 1926 London Motor Show, the company debuted theJunior, powered by a 16.5 hp (12.3 kW) OHV 848 cc (51.7 cu in).[18] Priced from £148 10s as a four-seattourer, it had only rear-wheel brakes to start.[17] A racing 10 set theBrooklands lap record in 1921 at 74.42 mph (119.77 km/h).[19] Meanwhile, the 10/26 became the 1,308 cc (79.8 cu in)-enginedSenior,[20] joined by the newSix, powered by a 1,776 cc (108.4 cu in) inline six based on the 10/26's and four-wheelservo-assisted brakes fromClayton Dewandre.[17] The same year, Singer took overCalcott Brothers.[13]
In the 1920s, Singer sales climbed steadily,[17] By 1928, Singer was Britain's third largest car maker afterAustin andMorris.[21] Singer, restricted by a built-in site,[clarification needed] acquired other companies for factory space. In 1926, they made 9,000 cars.[citation needed] In 1929, with seven factories and 8,000 employees, they produced 28,000 cars,[citation needed] though having just 15%[citation needed] they trailed far behind Austin and Morris which shared 60% of the market.[citation needed] Hampered by their new acquisitions, the cost of new machinery and a moving assembly line in their latest acquisition, Singer's offerings were eclipsed by new models from Austin, Morris, andHillman; from 1932, these were joined by the newFord Model Y.[1]
The Senior would be redesigned in 1928, withcapacity increased to 1,571 cc (95.9 cu in) and an additional crankshaft main bearing added (up from two to three).[17] And, like the Junior and Six, the track was increased.[17] One other model was a fabric-bodiedconvertiblesaloon, theSun.[22]
The redesign left Singer with a few hundred older chassis, which the company bodied and sold asDeliverys, at £180.[22]
Toward the end of the year, aprivateer ran a two-seat Junior upPorlock Hill one hundred times in fifteen hours, which moved Singer to rename that model the Porlock.[22]
In 1929, a2+2 on the Junior chassis appeared, and the Senior disappeared, while the Six gained a 1,792 cc (109.4 cu in)sidevalve.[22] This was joined by aSuper Six, with a 1,921 cc (117.2 cu in) OHV and four-speed manual transmission.[22] This was, saidThe Autocar, "the most impressive Singer yet"[23]
The 8 hp (6.0 kW) 848 cc (51.7 cu in) Junior of 1931, with styling resembling the top-priced saloon and a "waterfall" grille, which lent the car its common name.[24] The range continued in a very complex manner using developments of the ohc Junior engine, with an 848 cc (51.7 cu in), the Ten, the sidevalve 1,476 cc (90.1 cu in) 12/6, the sidevalve 18/6 (now 2,041 cc (124.5 cu in)), and the OHVSilent-Six (now 2,180 cc (133 cu in)).[22] At the top of the price range was the £480 Charles Frederick ‘C F’ Beauvais-designedKaye Don saloon, built on the Silent-Six platform.[22] Hydraulic brakes were standard, except for the Kaye Don, which relied on servo-boosted Dewandre brakes.[22] A slidingsunshine roof was also available.[22]
In 1932,Leo J. Shorter became chief engineer (by 1940, technical director[25]).[22] He and two other designers created the newSports Nine Sports, which made its debut at the London Motor Show that same year;[22] it featured a two-bearing crankshaft engine of 972cc, which gave the car its name. Owing to manufacturing difficulties of the new bodywork, the "9" engine was fitted to a number of Junior chassis' as a stopgap until the production cars were ready, which gave rise to the incredibly rare "Junior-Nine". The production numbers are unknown, and only 8 are known to have survived.[citation needed] And in 1933, The Nine was joined by a new 14 hp (10 kW) six-cylinder, a 1.5 Horsepower six-cylinder, and a 2-Liter six-cylinder, while the Junior was dropped and the new sidevalve-engined 12 displaced the Ten.[22] The Sports Nine was "an immediate success"[22] among trials racers, and Singer entered a specially-prepared version atLe Mans, which led to the Nine being commonly called the Le Mans.[22] Singer earned an "excellent reputation" in racing before three works Nines appeared at the 1935Ulster Tourist Trophy, where all three wrecked, all from the same cause (steering failure) and all, incredibly, at the same spot. All the drivers literally walked away unscathed, but Singer's reputation in racing was beyond repair.[25]
In summer 1934, theEleven was launched and was very innovative in its class by including the clutch-less "Fluidrive"Fluid coupling andIndependent front suspension,[26] and was also offered with "aerodynamic" Airstreamcoachwork;[25] the name was given independent of theChrysler.[25]
Independent front suspension was added to the Nine in 1935,[25] while the larger models gotFluidrive transmissions.[25] The new two litre Sixteen debuted that year as well, also with IFS.[25] The Nine became theBantam in 1935, which also debuted at the London Motor Show; it was a close copy of the Ford Model Y (a popular subject for copying), with two-bearing crankshafts and a 972 cc (59.3 cu in) engine; this, and its high £127 pricetag, made it uncompetitive.[25] It had a two-bearing crankshaft and was the first Singer with asynchromesh gearbox,[25] albeit with only three forward gears.[27][failed verification] Continuing decline in sales led to financial trouble, and Singer attempted to cut costs, such as by switching back to mechanical brakes on the Nine in 1939.[25]
In May 1936, W. E. Bullock, who had been managing director from 1919 together with his son, general manager from 1931, resigned following criticism from the shareholders at their annual general meeting. No longer viable, Singer & Co Limited was dissolved in December 1936 and what had been its business was transferred to a new company, Singer Motors Limited.[28]
In 1938, the three-bearing 9 hp (6.7 kW) OHC engine of 1,074 cc (65.5 cu in) was introduced,[citation needed] the three speed gearbox only had synchro between 2nd and top.[29]
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From 1938 to 1955, Singer Motors Ltd supplied new OHC engines (a few 9HP, a 10HP and numerous 12 HPs plus 4-speed gearboxes) for fitment toHRG Engineering Company's sports cars at Tolworth, Surrey - these replaced the 1.5 litre Meadows engines fitted to earlier cars.
After theSecond World War, the new Roadster and the Ten and Twelve saloons all returned to production with little change. In 1948, Singer's first streamlined car appeared, theSM1500 (designed by Technical Director Shorter[25]), which featuredcoil spring IFS.[25] and a separate chassis, still using the SOHC 1500cc engin;[citation needed] It was, however, expensive, at £799,[citation needed] and hopes it would save the company proved in vain.[30]
The SM1500 was given a traditional radiator grille and renamed the Hunter in 1954;[citation needed] the high-priced Hunter was equally in vain.[25] (Though specified with an optional HRG-designed[citation needed]DOHC engine, this was likely never sold.[25]) In the December 2011 edition ofAutomobile Magazine, a 1954 SM1500 was compared to anMG TD, finding the Singer the superior roadster.[31]
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By 1955, the business was in financial difficulties andthe Rootes Brothers bought it the following year. They had first handled Singer sales just before the First World War. The Singer brand was absorbed into their Rootes Group which had been an enthusiastic exponent ofbadge engineering since the early 1930s. The next Singer car, theGazelle, was a more up-marketHillman Minx.[25] which retained the pre-war designed Singer OHV engine for the I and II versions until 1958,[25] when the IIA was given the Minx pushrod engine. The Vogue, which ran alongside the Minx/Gazelle from 1961, was based on the Hillman Super Minx with differing front end styling and more luxurious trim.[citation needed]
After 1958, all Singer products were mere badge-engineered models.[32]
By 1970, Rootes were themselves struggling financially. They had been acquired by the AmericanChrysler corporation, and founder (by then Sir) William Rootes had died in 1964. In April 1970, as part of a rationalisation process, the last Singer rolled off the assembly line, almost 100 years after George Singer built the first cycle.[33][failed verification] The last car to carry the Singer name was an upmarket version of the rear enginedHillman Imp called the Chamois. With the take over of Rootes by Chrysler begun in 1964 and completed in 1967, many of the brands were set to vanish and use of the Singer name ended in 1970. The site of the Singer factory in Coventry is now occupied by Singer Hall, ahall of residence forCoventry University.
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The main models produced[34] were:
e. & o.e.
| name | cylinders | cubic capacity | bore and stroke | tax horsepower | power output | years in production |
|---|---|---|---|---|---|---|
| Eight/Ten | 2 sv | 1,400 cc (85 cu in) | 95 x 100 | 11.19 | - | 1905 |
| Seven/Nine | 2 sv | 905 cc (55 cu in) | 80 x90 | 7.94 | - | 1906–10 |
| Twelve/Fourteen | 2 sv | 2,356 cc (144 cu in) | 100 x 150 | 12.4 | - | 1906 |
| Twelve/Fourteen | 4 sv | 1,810 cc (110 cu in) | 80 x 90 | 15.87 | - | 1906–10 |
| Ten | 3 sv | 1,358 cc (83 cu in) | 80 x 90 | 11.9 | - | 1907 |
| Twelve/Fifteen | 4 sv | 2,438 cc (149 cu in) | 84 x 110 | 17.5 | - | 1907 |
| Twenty/Twenty-two | 4 sv | 3,686 cc (225 cu in) | 95 x 130 | 22.38 | - | 1907 |
| Twenty/Twenty-five | 4 sv | 3,456 cc (211 cu in) | 100 x 110 | 24.8 | - | 1908–10 |
| Sixteen | 4 sv | 2,497 cc (152 cu in) | 85 x 110 | 17.92 | - | 1909 |
| Sixteen/Twenty | 4 sv | 2,799 cc (171 cu in) | 90 x 110 | 20.09 | - | 1910 |
| Twenty/Twenty-five | 4 sv | 4,712 cc (288 cu in) | 100 x 150 | 24.8 | - | 1910 |
| Fifteen | 4 sv | 2,614 cc (160 cu in) | 80 x 130 | 15.87 | - | 1911–14 |
| Twenty | 4 sv | 3,308 cc (202 cu in) | 90 x 130 | 20.09 | - | 1911–15 |
| Fourteen | 4 sv | 2,389 cc (146 cu in) | 78 x 125 | 15.09 | - | 1912–14 |
| Ten | 4 sv | 1,096 cc (67 cu in) | 63 x 88 | 9.84 | - | 1912–16 |
| Twenty-five | 4 sv | 4,084 cc (249 cu in) | 100 x 130 | 24.8 | - | 1913–14 |
| Senior | 4 sv | 2,614 cc (160 cu in) | 80 x 130 | 15.87 | 30.2 bhp (22.5 kW; 30.6 PS) @ 2,150 rpm | 1915 |
| name | cylinders | cubic capacity | bore and stroke | tax horsepower | power output | years in production |
|---|---|---|---|---|---|---|
| Ten | 4 sv | 1,097 cc (67 cu in) | 63 x 88 | 9.84 | - | 1919–23 |
| Fifteen | 6 sv | 1,991 cc (121 cu in) | 65 x 100 | 15.72 | - | 1921—1925 |
| Ten/Twenty-six | 4 ohv | 1,308 cc (80 cu in) | 63 x 105 | 9.84 | - | 1925–27 |
| Eight | 4 | 847 cc (52 cu in) | 56 x 86 | 7.78 | - | 1926 |
| Junior | 4 sohc | 850 cc (52 cu in) | - | 1926–35 | ||
| Fourteen/Thirty-four | 6 ohv | 1,776 cc (108 cu in) | 63 x 95 | 14.76 | - | 1926 |
| Fourteen/Thirty-four | 6 ohv | 1,792 cc (109 cu in) | 65 x 90 | 15.72 | - | 1926 |
| Six | 6 | - | 1927 | |||
| Eight Junior | 4 ohc | 848 cc (52 cu in) | 56 x 86 | 7.78 | 16.5 bhp (12.3 kW; 16.7 PS) @ 3,250 rpm | 1927–32 |
| Ten | 4 | 1,261 cc (77 cu in) | 65 x 95 | 10.48 | - | 1927–32 |
| Senior | 4 | 1,571 cc (96 cu in) | 69 x 105 | 11.81 | 1927–30 | |
| Singer 16 | 6 ohv | 1,920 cc (117 cu in) | 65.5 x 95 | 15.96 | - | 1929 |
| Senior Six(Light Six) | 6 sv | 1,792 cc (109 cu in) | 65 x 90 | 15.72 | - | 1930—31 |
| Super Six | 6 ohv | 1,920 cc (117 cu in) | 65.5 x 95 | 15.96 | - | 1930–31 |
| 2-litre | 6 sohc | 2,050 cc (125 cu in) | 69.5 x 90 | 17.97 | 45 bhp (34 kW; 46 PS) @ 3,600 rpm | 1933 |
| Nine | 4 sohc | 972 cc (59 cu in) | 60 x 86 | 8.93 | 31 bhp (23 kW; 31 PS) @ 4,800 rpm | 1933–37 |
| Nine Le Mans | 4 sohc | 972 cc (59 cu in) | 60 x 86 | 8.93 | 35 bhp (26 kW; 35 PS) @ 4,500 rpm | 1935–36 |
| Nine Special Speed | 4 sohc | 972 cc (59 cu in) | 60 x 86 | 8.93 | 38 bhp (28 kW; 39 PS) @ 5,000 rpm | 1935 |
| Twelve | 4 sohc | 1,442 cc (88 cu in) | 69.5 x 95 | 11.98 | 32 bhp (24 kW; 32 PS) @ 3,600 rpm | 1933–35 |
| 1½ litre Le Mans | 6 sohc | 1,493 cc (91 cu in) | 59 x 91 | 12.95 | 48 bhp (36 kW; 49 PS) @ 4,600 rpm | 1933–37 |
| Fourteen Six | 6 sohc | 1,612 cc (98 cu in) | 60 x 95 | 13.39 | - | 1933 |
| Silent Six | 6 sohc | 2,162 cc (132 cu in) | 69.5 x 95 | 17.97 | - | 1934 |
| Continental | 6 sohc | 2,162 cc (132 cu in) | 69.5 x 95 | 17.97 | - | 1934 |
| Kaye Don Special | 6 sohc | 2,162 cc (132 cu in) | 69.5 x 95 | 17.97 | - | 1934 |
| Eleven fluidrive | 4 sohc | 1,459 cc (89 cu in) | 66.5 x 105 | 11 | 39 bhp (29 kW; 40 PS) @ 4,000 rpm | 1934–37 |
| Eleven Airstream | 4 sohc | 1,584 cc (97 cu in) | 69.5 x 105 | 11.98 | 39 bhp (29 kW; 40 PS) @ 4,000 rpm | 1934–36 |
| Sixteen Six ifs fluidrive | 6 sohc | 1,993 cc (122 cu in) | 65 x 100 | 15.72 | - | Aug 1934 onward |
| Silent Six | 6 sohc | 2,366 cc (144 cu in) | - | 1934 onward | ||
| BantamNine | 4 sohc | 972 cc (59 cu in) | 60 x 86 | 8.93 | 30 bhp (22 kW; 30 PS) @ 4,200 rpm | 1936–38 |
——————————————————————————————————————————————
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| name | cylinders | cubic capacity | bore and stroke | tax horsepower | power output | years in production |
|---|---|---|---|---|---|---|
| Twelve | 4 sohc | 1,525 cc (93 cu in) | 68 x 105 | 11.47 | 1937–39 | |
| BantamNine | 4 sohc | 1,074 cc (66 cu in) | 60 X 95 | 8.93 | 30 bhp (22 kW; 30 PS) @ 4,200 rpm | 1938–40 |
| Nine | 4 sohc | 1,074 cc (66 cu in) | 60 X 95 | 8.93 | 30 bhp (22 kW; 30 PS) @ 4,200 rpm | 1938–1947 |
| Ten | 4 sohc | 1,193 cc (73 cu in) | 63.25 x 95 | 9.92 | 37 bhp (28 kW; 38 PS) @ 5,000 rpm | 1938–48 |
| Super Ten | 4 sohc | 1,193 cc (73 cu in) | 63.25 x 95 | 9.92 | 37 bhp (28 kW; 38 PS) @ 5,000 rpm | 1938–48 |
| 9 Roadster | 4 sohc | 1,074 cc (66 cu in) | 60 x 95 | 8.93 | 36 bhp (27 kW; 36 PS) @ 5,000 rpm | 1939–40 1946–49 |
| name | cylinders | cubic capacity | bore and stroke | tax horsepower | power output | years in production |
|---|---|---|---|---|---|---|
| Super Twelve | 4 sohc | 1,525 cc (93 cu in) | 68 x 105 | 11.47 | 43 bhp (32 kW; 44 PS) @ 4,000 rpm | 1947–1949 |
| 9 Roadster series 4A | 4 sohc | 1,074 cc (66 cu in) | 60 x 95 | - | 36 bhp (27 kW; 36 PS) @ 5,000 rpm | 9/1949–10/50 |
| 9 Roadster series 4AB | 4 sohc | 1,074 cc (66 cu in) | 60 x 95 | - | 36 bhp (27 kW; 36 PS) @ 5,000 rpm | 10/1950–1/53 |
| 9 Roadster series 4AC | 4 sohc | 1,194 cc (73 cu in) | 48 bhp (36 kW; 49 PS) @ 4,200 rpm | 1950–1953 | ||
| SM Roadster series 4AD | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | - | 58 bhp (43 kW; 59 PS) @ 4,600 rpm | 1951–1955 |
| SM1500 saloon | 4 sohc | 1,525 cc (93 cu in) | 68 x 105 | 11.47 | 43 bhp (32 kW; 44 PS) @ 4,000 rpm | 1948–51 |
| SM1500 saloon | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | - | 58 bhp (43 kW; 59 PS) @ 4,600 rpm | 1951–54 |
| ½ ton Utility circa 1952[36] | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | - | - | circa 1952 |
| Hunter | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | - | 58 bhp (43 kW; 59 PS) @ 4,600 rpm | 1954–56 |
| Hunter 75 | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | - | 75 bhp (56 kW; 76 PS) @ 5,250 rpm | 1955–56 |
| SMX prototype | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | - | 48 bhp (36 kW; 49 PS) @ 4,500 rpm | 1956 |
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| name | cylinders | cubic capacity | bore and stroke | tax horsepower | power output | years in production |
|---|---|---|---|---|---|---|
| Gazelle I | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | 52.5 bhp (39.1 kW; 53.2 PS) @ 4,500 rpm | 1956–57 | |
| Gazelle II | 4 sohc | 1,497 cc (91 cu in) | 73 x 89.4 | 52.5 bhp (39.1 kW; 53.2 PS) @ 4,500 rpm | 1957–58 | |
| Gazelle IIA | 4 ohv | Rootes engine 1,494 cc (91 cu in) | 79 x 76.2 | 60.2 bhp (44.9 kW; 61.0 PS) @ 4,500 rpm | 1958 | |
| Gazelle III | 4 ohv | 1,494 cc (91 cu in) | 79 x 76.2 | 60 bhp (45 kW; 61 PS) @ 4,500 rpm | 1958–59 | |
| Gazelle IIIA | 4 ohv | 1,494 cc (91 cu in) | 79 x 76.2 | 64 bhp (48 kW; 65 PS) @ 4,600 rpm | 1959–60 | |
| Gazelle IIIB | 4 ohv | 1,494 cc (91 cu in) | 79 x 76.2 | 60 bhp (45 kW; 61 PS) @ 4,500 rpm | 1960–61 | |
| Gazelle IIIC | 4 ohv | 1,592 cc (97 cu in) | 81.5 x 76.2 | 63 bhp (47 kW; 64 PS) @ 4,100 rpm | 1961–63 | |
| Gazelle V | 4 ohv | 1,592 cc (97 cu in) | 81.5 x 76.2 | 67 bhp (50 kW; 68 PS) @ 4,100 rpm | 1963–65 | |
| Gazelle VI | 4 ohv | 1,725 cc (105 cu in) | 81.5 x 76.2 | 62.5 bhp (46.6 kW; 63.4 PS) @ 4,200 rpm | 1965–67 | |
| New Gazelle | 4 ohv | 1,725 cc (105 cu in) | 81.5 x 76.2 | 62.5 bhp (46.6 kW; 63.4 PS) @ 4,800 rpm 74 bhp (55 kW; 75 PS) @ 5,000 rpm | 1967–70 | |
| Vogue I | 4 ohv | 1,592 cc (97 cu in) | 81.5 x 76.2 | 66 bhp (49 kW; 67 PS) @ 4,800 rpm | 1961–62 | |
| Vogue II | 4 ohv | 1,592 cc (97 cu in) | 81.5 x 76.2 | 66 bhp (49 kW; 67 PS) @ 4,800 rpm | 1963–64 | |
| Vogue III | 4 ohv | 1,592 cc (97 cu in) | 81.5 x 76.2 | 78.5 bhp (58.5 kW; 79.6 PS) @ 5,000 rpm | 1964–65 | |
| Vogue IV | 4 ohv | 1,725 cc (105 cu in) | 81.5 x 82.55 | 80 bhp (60 kW; 81 PS) @ 5,000 rpm | 1965–66 | |
| New Vogue | 4 ohv | 1,725 cc (105 cu in) | 81.5 x 82.55 | 80 bhp (60 kW; 81 PS) @ 5,000 rpm | 1966–70 | |
| Chamois | 4 ohv | 875 cc (53 cu in) | 68 x 60.375 | 39 bhp (29 kW; 40 PS) @ 5,000 | 1965–70 |
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