It must be admitted that the majority of the original twin-cylinder Frazer-Nash cars seen in competitions were basically G.N. When Capt. Archie Frazer-Nash left the G.N. concern it was only natural that he should apply his experience of G.N.s to the building of his own products. In 1924, just as a new four-cylinder chain-driven G.N. made its appearance, Nash came out with the original 1.5-litre Frazer-Nash - first of a long line of vehicles beloved of the "chain gang."
This car was something of a sensation. In fast-touring form it was guaranteed 80 m.p.h., whilst the super-sports version had an additional 5 m.p.h. guarantee. After a great deal of research I have come to the conclusion that the following details of the famous Frazer-Nash are correct. As the interest in Frazer-Nash No. 1 amongst the sporting brethren is considerable, I have gone into rather more detail regarding this car than most of the others in this book.
The 4-cyl. Plus-Power* power unit had overhead valves operated by pushrods, and the cylinder head was detachable. Lubrication was by an immersed pump, which fed oil directly to the main bearings and o.h.v. gear. Oil was also led through the three-bearing crankshaft to feed the big-end bearings. A B.L.I.C. magneto was fitted, the dynamo and magneto being skew-driven from the camshaft. The latter, incidentally, was driven by helical spur gearing, and not by chain, as many people seem to think. A Sthenos carburetter was used. Bore and stroke were 69 x 100-mm. (1,496-c.c.). The entire unit was solidly mounted at three points to the chassis.
The clutch was a three-plate dry type, somewhat similar to that used on the G.N. A Skefko ball race was used for the spigot bearing, and a ball-thrust washer took the weight on operation of the fibre-lined withdrawal fork. End thrust on the engine crankshaft was thus obviated. A solid prop, shaft terminated in a star-type universal joint just in front of the bevel box. The bevel box carried an outrigger bearing in an extension of the box. Contrary to most people's belief, the bevel gear wheels were not straight cut; a spiral-bevel drive was fitted. Standard gear ratios were 3.5, 6, and 11.5 to 1, but as final drive was by chain, other ratios were available according to customers' requirements.
The original car had the above ratios. The drive was, of course, transmitted via a countershaft to the solid back end, as on all subsequent Frazer-Nashes. Both brake and gear levers were mounted outside the body, and a dog-clutch gear change adopted. An ingenious interlocking device on the dog-clutch actuating mechanism prevented two gears being engaged at the same time. This device was used from car No. 1 onwards. Quarter-elliptic leaf springs were used with lf-in. leaves. Rear springs had eight leaves apiece, and a novel feature was the use of aluminium saddles for the U-bolts. Spherical joints were located at the forward ends of the radius rods.
The original cars had a dead-straight tubular front axle, of lf-in. diameter, and the Hartford shock absorbers also acted as radius rods. No front brakes were fitted; four-wheel brakes were offered as an optional fitting on the 1925 models. Wheels were carried on 30-mm. ball races, larger than most cars in the under-l500-c.c. class. The rear-wheel brakes were first-rate, the cam spindle and fulcrum shaft were mounted at the back end of the radius rod, the front end of the rod terminating in spherical seatings in order to act as an anti-torque device for the rods. The leaves of the master springs on the rear slid on fibre pads. C.A.V. lighting was standardised, and the car was fitted with a starter motor.
The original cars were all two-seaters, and not three-seaters as most people seem to believe. The three-seater came out a few months later. Other points which have been disputed are the position of the head-lamps and the shape of the windscreen. The original lamp fitting was directly on to the front wings, head and side lights being combined. The windscreen was of the Vee pattern, and not a north and south affair. This information comes from some early snaps of PD1578, which was the first production Frazer-Nash. The details of No. 1 should also assist to dispel the conjecture that the first Frazer-Nashes had Anzani engines. The famous side-valve engine was not fitted for several months afterwards.
Frazer-Nash Shelsley
Soon after the adoption of the Anzani power unit the concern marketed the Boulogne model which was featured for many years. The side-valve engine was offered in blown form in 1928 with a Cozette unit mounted vertically in front of the power unit. This engine pushed out about 85 b.h.p., and was reputed to give the car a maximum speed of 95 m.p.h. At various times the Frazer-Nash appeared with a different brand of power unit, mostly Meadows or Blackburne. Each model was identified by name, " Nurburg," " T.T. Replica," "Colmore," "Exeter," "Falcon," to name only a few, and culminating in the terrifically fast single o.h.c. Frazer-Nash- engined model of A. F. P. Fane, with its twin blowers, which once held the Shelsley record. The single-seater was the racing edition of the two-seater "Shelsley " model.
The reason for the tremendous popularity of the Frazer-Nash was the fact that it was a real man's motor-car. It gave you motoring with just that touch of extra-toughness to make it all seem one great adventure. A special technique was necessary to become a recognised " chain-ganger," and not everyone could master it. Not that the old Nashes were difficult to handle—far from it—the delightfully high-geared steering, snappy acceleration, and rapid gear changes were noted qualities. It was the fact that they were inclined to give one a bumpy ride at times, and the solid back-end was apt to do peculiar things at corners unless you knew what you were about. Also the clutch was a sudden-death affair, especially on the Anzani-Nashes, and getting away on a steep slope required a more than somewhat degree of bootcraft.
There were, of course, many other little things that did not make the Nash everyone's idea of motoring. The whirr of the chains, the often totally inadequate hood, and the tendency for blobs of oil to find their way on to trouser legs were not in keeping with some people's ideas. Anyway, F.-Nash owners have probably got a greater contempt for other makes than any other breed (with the possible exception of the clannish Riley brigade), and any complainer would be told forthwith to get himself a gin palace or use a bus. The brothers Aldington would probably have given the prospective customer the same advice if he uttered any words of criticism.
Post World War 2
Post war the fusion of interests of A.F.N., Ltd., and the Bristol Aeroplane Co., Ltd., led to the introduction of the very fast Bristol cars. These vehicles were intended to fill the place vacated G.N. by the pre-war B.M.W. cars, which met with great popularity in this country, being modified for British requirements by the Frazer-Nash concern. Like the B.M.W., a 2-litre six-cylinder o.h.v. (pushrod) engine was used, fitted with triple carburetters, an aluminium cylinder head, and sparking plugs of 10-mm. The capacity of the power unit is 1,971-c.c. (66 x 96-mm.), and, in super-sports form, it is said to develop more b.h.p. per litre than any other unblown car engine on the British market.
The front suspension was independent, wishbones utilising a single transverse leaf spring. Rear wheels were sprung by long torsion bars. The track was quite unusual in that it was wider at the rear than at the front, a layout not often found on sports cars of this era. Another feature was the adoption of a free-wheel transmission system with the four-speed close-ratio gearbox; an alternative choice as to left or right-hand steering was also offered.
Preliminary road tests indicated that the closed cars were all capable of over 90 m.p.h., and that the fully aerodynamic two-seater would comfortably exceed the century mark. These then new Frazer-Nash and Bristols quickly made a name for themselves in competition work, and proved to be faster machines than the B.M.W.s. The immense experience of the Bristol concern's engineers in the construction of aircraft engines, then acknowledged to be amongst the world's finest, resulted in something extra special in the way of power units. The touring types were known as "Bristols," but the sporting cars continued to carry only the name Frazer-Nash. |
