British and European Car Spotters Guide - 1947

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1947 British and European Car Spotters Guide


1947 Cooper 500 Sports
The body of the Cooper Sports 500 was so light,
it could be lifted with only one hand...

1947 - The Year Of The "500" Specials



The end of the war, and old "one testicle" had his charred remains safely stored in the Kremlin. British car enthusiasts could once again seek out something spirited to drive. But these were still hard years, and money (and petrol) still hard to come by. Some could afford to splash large on the new (mainly pre-war) models we have listed below, but others sought out the 500 c.c. sporting midgets.

The "Frank Bacon"



Two of the 1947 500cc models were of note. The first was the F.B., made by Frank Bacon. It remained as inexpensive as any that had been constructed since the war, its foundation being the chassis of an Austin Seven, which happened to be available at a microscopic price.

The Austin chassis was extensively modified, including changes to the brake gear, and a Rudge single-cylinder engine was installed. Unfortunately for Frank Bacon the engine was wider than the Austins Chassis could facilitate. This was overcome by setting the frame so that its crankshaft was in line with what had been the gearbox of the Austin.

This meant that the engine had to be mounted higher than planned, so that it would drive down to a shaft at the correct level by means of a chain and sprocket. The engine sprocket had a spring-loaded cushion drive, the second sprocket was keyed to its shaft and the shaft mounted in bearings. This drove a reduced version of the Austin Seven flywheel, which was necessary only in order to preserve the Austin clutch complete in its housing. From there to the rear the drive was normal Austin Seven, and had a three-speed gear box which had been slightly modified to bring the gear lever to the desired position for the driver.

The suspension did not need further modification, although the rear shock absorbers were re-inforced by most owners. Then the Austin steering gear was remounted with its column at a considerable angle to the chassis, in order to bring the steering wheel to the centre. There was a substantial bulkhead, and the usual small fuel tank which, because it was not much higher than the carburettor, was arranged to take air pressure supplied by a hand pump. A certarn amount of thought was necessary to lead the twin exhaust pipes away on an easy curve to the side of the chassis, and the tails of the pipes were not far from the driving seat, but at least there was a curved metal plate that afforded some protection from frying the right butt cheek.

The 500cc F.B. was very light and neat, and could be provided with a complete body, primarily because the higher mounting had interfered with the lines of the bonnet, which had to be modified accordingly. But the essence of the whole design was that the expenditure was kept to the minimum. Bacon himself had the Herculean task of drilling all the holes necessary by himself with a hand brace.

1947 Cooper 500 cc Sports
The Cooper 500 Sports - diminutive, affordable
and (we have read) the closest thing to a street
legal go-kart..

The "Gerald Spink"



The second notable 500 c.c. car from 1947 is almost as different as it possibly could be from the F.B. mentioned above. Designed and produced by Gerald Spink, this iteration was a much more ambitious solution to the sporty 500 c.c. formula. The frame consisted of two very deep members which were initially intended to be light alloy but, to allow necessary rigidity, were changed to steel.

The cross-members were beautifully made, and the metal work generally of Gerald Spink wass good. Forward, the Morgan type suspension was adopted with a Morgan steering gear which was very highly geared.

Like the "Bacon", the "Spink" used a Rudge single-cylinder air-cooled unit, which was mounted at the rear with a motor cycle clutch and gear box and the drive to the rear axle was through a chain and sprockets. The rear drive itself consisted of a central shaft held in bearings, housed in a very neat pressing, each end of the shaft driving a wheel assembly through a short shaft with two univerrsal joints. The wheel assemblies were sprung independently, each sliding on two vertical guide tubes against coil springs. Some ingenuity was necessary here, principally because the driving shafts were so short. The rear wheels were obtained from one car, the brake drums from another, and the two had to be welded together. All four brakes are operated by cables.

The "Squanderbug"



There was more than a trace of ideas from World War 2 aircraft design. For reasons easily understood at the time, the Spink 500 c.c. was christened the "Squanderbug. It was intended that a really good streamlined body should be mounted on the chassis. One interesting point of detail was that the lever operating the clutch was bolted to the gear lever, so that both clutch and gear lever could be operated by one hand. The finish was excellent throughout, while the car remained light.

Other 500 c.c. cars of 1947 included the Molyneux's Aspin-engined iterations, and two other 500S with Douglas engines developed in Bristol, while yet another used a Triumph engine; and two more with an H.R.D. and J.A.P. engine respectively. In 1947 Colin Strang managed to reduce the weight of his machine and altered the final drive considerably, the driven sprocket being mounted on a shaft extending to both wheels, itself in bearings within two tubes. At the inner end the tubes were held by an assembly of neat light alloy castings carried round the sprocket and chain, the whole being braced by tie rods above and below so that the entire structure was very rigid, though of little weight.

Again a World War 2 influence could be seen, with the Strang using an exceptionally light "fighter pilot" seat, which once belonged to an experimental aircraft. As it turned out, this seat was a gift from a stranger who happened to see the chassis, became interested, and who knew Strang was looking for a better seat than the one he was then using.

The Cooper Eric Brandon



Cooper produced a car for Eric Brandon similar to the one which had showed so much promise in 1946. The two-seater was for sports car racing, and had a magnificent body with one piece wings that lifted up to acccess the "machinery", a three-speed and reverse gear box and a twin Triumph engine with a bronze head. A full lighting system was provided with the head lamps in the nose of the body, while the starter had a lever which fitted on to a socket outside the driving compartment when required. On the road this car was stated to be capable of 70 m.p.h., (according to brochures from the era). Weighed on platform scales, it totalled 6t cwt, as against the single-seaters, which were 5 cwt and 5 cwt 15 lb respectively.

Frank Bacon 500cc Sprint
Pictured is Frank Bacon, standing next to his
500 c.c. Sprint, which used an Austin Seven
frame...

The In-line Douglas Twin


 
Kenneth Neve developed a car with a 494 c.c. two-cylinder overhead-valve speedway model Douglas engine, mounted on a tubular frame in front of the chassis; and with the cylinders in line with the frame. The engine used a chain drive through a countershaft. From the countershaft another chain was taken to a Burman four-speed close-ratio box and then the final drive was a third chain passsing right along, one side of the cockpit to the solid back axle.

The frame was built up of rectangular section ash, suitably reinforced and so designed as to give the effect of a very deep side member which was also part of the body. The rear track was very much narrower than the front track, and an interesting point in the whole design was that the rear suspension consisted of rubber bands very similar to those used in the box-kite-type aircraft.
 

Wing-Commander Aikens, "Heinrich" and "Karl"



Wing-Commander Aikens, A.F.C., with the aid of " Heinrich" and "Karl" (commendable Axis army mechanics, but we cannot find much detail about these two other than their first names) built a very neat 500 with a twin Triumph engine, the usual motor cycle gear box and a final chain drive to a solid axle, all arranged at the rear of the chassis. The front end was adapted from the Fiat Mouse, the rear was even more ingenious, turning the pressed steel rear axle of the small Fiat, by ingenious cutting and addition, into the chain-driven axle needed, the sprocket running in what was the centre of the double banjo presssing. The whole was sturdily built, the drixer sitting well forward and the weight being equally distributed between front and rear axle.

Frank Bacon 500cc Sprint
This rare photo is of the rear of the Squanderbug,
Gerald Spink's 500 c.c. Special. The rear wheels
were independently sprung to the owners
requirements. The front independent suspension
was similar to that of the Morgan...

Birth of the Kit Car



The Austin Seven was available for next to nothing after the war, and is generally accepted as having been the basis of UK specialist cars. This was mainly due to its body which could easily be removed from the chassis, giving the prospective car maker a good rolling-chassis base to clothe. One of the first companies to start serious production of what was to be termed 'kit cars' was Buckler of Reading, Berkshire. It was in 1947 that the company started building their own 'complete' cars, as opposed merely to manufacturing bodies (there was hardly a company that became known for just building bodies alone). The Buckler, in its original Mk V form, utilised a spaceframe chassis and Ford 10 engine, gearbox and running gear.

The company modified many parts like suspension and gears to make the cars accelerate and handle better than their Ford 10 saloon fathers. A smart two-seater body clothed the early Bucklers, and the marque was quite successful in the heyday of the specialist car. An interesting point on these cars: the chassis was of such proportions that when the door was opened, you had then to climb over the space frame to reach the driving seat. Later Bucklers produced could be used in conjunction with BMC and Coventry Climax engines; some had de Dion rear axles and a few were built on backbone chassis. The cars proved quite popular in competition and when production ceased in 1962, over 500 had been built.

The Birmingham company of Dellow took the opposite route by first building competition cars and then going on to make road cars. Again Ford 10 based, the Dellows proved to be quite successful in trials and rallies; some vehicles were offered in supercharged form. The road cars that the company produced were all based on the trial-car concept. That was up until the advent of the Mk VI in 1957 which was a sports car proper. Unfortunately, this car did not catch on, and it marked the end of the firm.

Colin Chapman



Colin Chapman started building trials cars in 1947. Chapman was, without doubt, the most successful of the British breed of small-car builders, and it was his Lotus Seven that killed off many of the other concerns. It was a car with the same engine as many of its competitors, the immortal 1172cc side-valve Ford, but which seemed just that bit more sophisticated. Perhaps it was the same breeding in the Seven that Lotus' racing cars were beginning to evidence on the international racing scene, while other mere mortal's cars could only find success in small 'clubbie' type events.
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1947 Austin A40 Devon
UK

Austin A40 Devon

  Also see: Austin Road Tests and Reviews
  Page Under Construction
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1947 Austin A120 Princess
UK

Austin A120 Princess

  Also see: Austin Road Tests and Reviews
 

The Princess Saloon, on the Austin "A120" chassis, had individual coachwork designed and built by craftsmen of the famous firm of Vanden Plas. Evolved as a luxury 'Sports' Saloon the A120 was fitted with a twin carburetter six-cylinder overhead-valve engine giving a high top speed with rapid acceleration. In addition independent front suspension, steering column gear control and a hypoid rear axle are further outstanding features of this very fine car which combined quiet running with ease of control at all times. Built to accommodate six persons the Princess Saloon had a convertible individual or single-piece front seat which also provided folding tables and foot rests for the rear passengers.

The seats, front and rear, had fixed side and folding centre arm rests with Dunlopillo overlays and vaumol luxan grain leather and all-wool cloth upholstery. Visibility through the toughened glass screen and windows was excellent and the driver could adjust the front seat and the steering column to obtain the most comfortable position for controlling the car. All doors were forward hinged, had noiseless locks and dust sealing and their swept design concealed the running boards. At the rear there was a large built-in luggage compartment and below this the spare wheel was conveniently housed in a recess accessible by sliding down the panel carrying the number plate. Constructed of composite steel and light alloy the coachwork was fully sound insulated and rubber mounted to the chassis frame.

The fascia panel was of walnut veneer and the square dial instruments were mounted centrally on a detachable panel. To the left of the instruments there was a closed glove compartment and to the right were the controls and front speaker for the built-in Ekco radio. A second speaker was installed in the parcel shelf behind the rear seat squab. Other notable interior features included a built-in heating and ventilation unit with provision for screen de-misting and de-frosting, ash trays front and rear, a cigar lighter, map reading lamp and dual interior lamps at the rear controlled from the fascia and by the opening and closing of the doors at night.

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1947 Austin A120 Princess
UK

Austin A125 Sheerline

  Also see: Austin Road Tests and Reviews
 

Austin announced two entirely new six-cylinder models in March 1947, viz. the 3½-litre A110 Sheerline (110 bhp, single Stromberg carb) and A120 Princess (120 bhp, triple SU carbs). Soon afterwards the engine size was increased from 3460 to 3993 cc and these 4-litre models were designated A125 Sheerline and A135 Princess. The few 3½-litre cars which by this time had been produced were retrofitted with the new engine. The A110 Sheerline with its large Lucas P100 headlamps is pictured left.

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1947 Austin 3½-litre A110 Sheerline and A 120 Princess
UK

Austin 3½-litre A110 Sheerline and A 120 Princess

  Also see: Austin Road Tests and Reviews
 
Austin announced two entirely new six-cylinder models in March 1947, viz. the 3½-litre A110 Sheerline (110 bhp, single Stromberg carb) and A120 Princess (120 bhp, triple SU carbs). Soon afterwards the engine size was increased from 3460 to 3993 cc and these 4-litre models were designated A125 Sheerline and A135 Princess. The few 3½-litre cars which by this time had been produced were retrofitted with the new engine. The A110 Sheerline with its large Lucas P100 headlamps is pictured left.
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1947 Austin Twelve Saloon Model HS1
UK

Austin Twelve Saloon Model HS1

  Also see: Austin Road Tests and Reviews
 
The Austin Twelve Saloon, Model HS1, was similar to the Sixteen with the main exception of the engine which was a 1535-cc 40-bhp side-valve Four. Both cars had 8 ft 8½ in wheelbase.
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1947 Austin Sixteen Countryman Model BW1
UK

Austin Sixteen Countryman Model BW1

  Also see: Austin Road Tests and Reviews
 
The Austin Sixteen Countryman, Model BW1, was introduced in late 1947 and offered until 1949, but relatively few were made. Apart from the bodywork it was similar to the 16 HP Saloon (Model BS1) with the 2·2-litre OHV Four engine. Other fourrcylinder Austin cars in 1947 were the Eight (AS1), Ten (GS1) and Twelve (HS1); all three were superseded in October by the new A40 Devon and Dorset models.
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1947
UK

Bentley 4½-Litre Mark VI - 'the Silent Sports Car'

  Also see: Bentley Road Tests and Reviews
 
The Bentley 4½-Litre Mark VI, 'the Silent Sports Car', was available in chassis form (at £1985 basic) and as Saloon (shown, £4038 incl. PT). In addition there were a Drophead Coupe by Park Ward and Saloons by Mulliner and Young, priced at up to £5456. They were powered by an F-head (inlet-over-exhaust) 4275-cc (89 x 114 mm) Six engine, the power output of which was not disclosed. Wheelbase was 10ft.
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1947 Bristol 400
UK

Bristol 400

  Also see: Bristol Road Tests and Reviews
 
The Bristol 400 was built by the Bristol Aeroplane Company and had been developed in conjunction with AFN Ltd of Frazer-Nash-BMW fame. The Bristol's radiator grille was similar to that of the German BMW and the engine was developed from the pre-war BMW 328. The 400 was offered until the early 1950s by which time it had already been joined by two restyled models, the 401 and 402.
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1947 Daimler Straight-Eight DE36
UK

Daimler Straight-Eight DE36

  Also see: Daimler Road Tests and Reviews
 
Daimler Straight-Eight DE36 chassis with eight-passenger Landaulette coachwork by Hooper. Daimler supplied the DE36, as well as the DE27 six-cylinder shorter-wheelbase variant only in chassis form, at basic prices of £2025 and £1700 respectively; the bodywork was produced and fitted by specialist coachbuilders such as Freestone & Webb, Hooper and Windover. The 4·1- and 5½-litre engines had identical bore and stroke, namely 85·09 x 120·015 mm. Daimler also offered a complete 2½-Litre Saloon, Model DB18, as well as a Barker-bodied Drophead Coupe, both on a 9 ft 6 in wheelbase chassis.
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1947 Ford 8 HP Anglia E04A and 10 HP Prefect E93A
UK

Ford 8 HP Anglia E04A and 10 HP Prefect E93A

  Also see: Ford UK Road Tests and Reviews
 
Ford continued production of their successful 8 HP Anglia (E04A) and 10 HP Prefect (E93A) models which had first been introduced shortly before the war. In 1948 they sold at £293 and £352 respectively. The Prefect had basically the same 92·5-mm stroke four-cylinder SV engine as the Anglia, but the bore was 63·5 instead of 56·6 mm. Both had a three-speed gearbox, torque-tube transmission and transversal leaf springing front and rear. Commercial van derivatives of these two cars were the 5-cwt E04C and 10-cwt E83W respectively. Later in the year the V8 Pilot Saloon was introduced.
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1947
UK

Healey H2-4 two-door Elliott Saloon

   
 
Healey offered two models on a common 8 ft 6 in wheelbase chassis with trailing arm independent front suspension and coil springs front and rear. Pictured left is the H2-4 two-door Elliott Saloon, the other body style being a two-door four-seater Roadster. The engine was a 2443-cc (80·5 x 120 mm) OHV Four with twin SU carburettors. 6·97:1 CR and a maximum power output of 104 bhp.
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1947 Hillman Minx Phase 1
UK

Hillman Minx Phase 1 Saloon

  Also see: Hillman Road Tests and Reviews
  The 1947 Hillman Minx Saloon was a carryover from 1946 and sold at £474 (DeLuxe). The car had an integral welded body-cum-chassis structure and conventional suspension with semi-elliptic leaf springs front and rear.
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1947
UK

Hillman Minx Phase 1 Saloon

  Also see: Hillman Road Tests and Reviews
 
The Minx as shown, later known as Mk I, was in production from August 1945, until December 1947.
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1947 Hillman Minx Convertible
UK

Hillman Minx Convertible

  Also see: Hillman Road Tests and Reviews
  Page Under Construction
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1947
UK

Hillman Minx Drophead Coupe

  Also see: Hillman Road Tests and Reviews
 
The Hillman Minx Drophead Coupe was an attractive variant selling at £557. An Estate car was also offered, based on the Commer light van (itself a derivative from the Minx).
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1947
UK

Humber Pullman Mk I

  Also see: Humber Road Tests and Reviews
 
The Humber Pullman Mk I was produced from August 1945, until May 1948, with virtually unchanged specification. Pictured left is a Landaulette modification of the Limousine. This modification entailed complete conversion of the rear end and was one of two ordered from Rootes by the Government of Southern Rhodesia for the forthcoming Royal Tour.
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1947 HRG Sports
UK

HRG Sports

   
 
The HRG Sports two-seaters were available with either 1074-cc or 1496-cc OHC four-cylinder engine, the cars being designated 1100 and 1500 respectively. The two models were almost identical in appearance. The basic engines were made by Singer but modified in many respects, especially in the case of the 1500. Wheelbase was 8 ft 4½ in for the 1100, 3 in more for the 1500. Prices were £812 and £968, and an aerodynamic coupe variant was offered at £1247.
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1947 Humber Hawk, Snipe and Super Snipe
UK

Humber Hawk, Snipe and Super Snipe

  Also see: Humber Road Tests and Reviews
 
Humber continued their three 1946 Saloons, the Hawk at £799, the Snipe at £991 and the Super Snipe at £1017. The Hawk had a four, the other a six-cylinder engine. They all had the same bodyshell and general appearance. The Hawk had steering-column gear change from September 1947 (Mk 11). Pictured left is a Super Snipe at the Swan Barracks in Perth, Australia.
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1947 Jaguar 1½-Litre, 2½-Litre and 3½-Litre
UK

Jaguar 1½-Litre, 2½-Litre and 3½-Litre

  Also see: Jaguar Car Reviews and Jaguar - A Racing Pedigree
 
Jaguar offered two basic Saloon models, the 9 ft 4½ in wheelbase four-cylinder 1½-Litre (1776 cc. 73 x 106 mm) with single SU carburettor and the 10ft wheelbase six-cylinder with 2664-cc (2½-Litre) or 3485-cc (3½-Litre) twin-carbo engine. The 2½- Litre had the same bore and stroke as the 1½- Litre, and those of the 3½- Litre were 82 and 110 mm. All models had overhead valves, four-speed gearboxes and 18-in wire wheels. They were produced from late 1945 until 1949 1947 prices ranged from £865 to £1199.
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1947 Jowett Javelin Saloon
UK

Jowett Javelin Saloon

   
 
Jowett Cars Ltd of Bradford had introduced their attractive and rather unconven=ntional Javelin Saloon in 1946 and commenced quantity production in mid-1947. The fast-back six-light body offered accommodaation for up to six people and was mounted on a relatively long wheelbase, making it possible to have square-bottom rear doors. The gearshift lever was mounted on the steering column and the engine was a 1486-cc 50-bhp flat-four with overhead valves and two Zenith carburettors. The radiator was behind the engine Note the optional 'transparent plastic half-roof featured in this September 1947 advertisement.
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1947 Lagonda 2½-Litre Mk 1
UK

Lagonda 2½-Litre Mk 1

  Also see: Lost Marques - Lagonda
 
Lagonda 2½-Litre Mk 1 cars were made from September 1946, until the early 1950s. A Saloon and a Drophead Coupe were offered. After a few cars had been produced the company was taken over by David Brown. At the time this was claimed to be Britain's only production car with independent front and rear suspension. Early production had a Cotal four-speed electro-magnetic epicyclic gearbox. This became an extra-cost option when a David Brown synchro-mesh gearbox was made standard equipment.
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1947 Lanchester Ten Saloon Series LD10
UK

Lanchester Ten Saloon Series LD10

   
 
Lanchester offered only one model, the Ten Saloon, Series LD10. It was a fourrdoor six-light car with sliding roof and preselector gearbox (with fluid flywheel) as standard equipment The car was in production from early 1946 until 1949. The engine was a 1287-cc (63·5 x 101·6 mm) OHV Four with Zenith carburettor and a maximum power output of 40 bhp Price £927 (chassis £530 basic).
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1947 Lea-Francis Twelve and Fourteen Saloon
UK

Lea-Francis Twelve and Fourteen Saloon

   
 
Lea-Francis offered Twelve and Fourteen Saloon models on 9 ft 3 in wheelbase chassis with leaf-sprung rigid axles. 1946 Saloons had a 'double waistline'. For 1947 the side windows were enlarged and the upper waistline eliminated. The Fourteen was available with estate car (Utility) bodywork and in October 1947, 1½-Litre and Fourteen 2/4-seater Sports models were introduced, the former using a twin-carbo 64-bhp edition of the 50-bhp Twelve engine.
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1947 Lea-Francis 14HP Coupe
UK

Lea-Francis 14HP Coupe

   
 
Lea-Francis produced a small series of these Coupe models on their 14 HP chassis. These featured, as standard equipment. a radio, heater, combined electric clock and mirror, twin electric fuel pumps and Dunlopillo upholstery. British nomennclature for coupes is as follows: Fixed-Head Coupe (Coupe), Drop-Head or Drophead Coupe (Convertible Coupe) and Pillarless Coupe (Hardtop Coupe).
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1947 MG 1¼ Litre
UK

MG 1¼ Litre

  Also see: MG Car Reviews and The MG Story
  Page Under Construction
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1947 MG Y
UK

MG 1½-Litre Y-type, Model YA

  Also see: MG Car Reviews and The MG Story
 
The MG 1½-Litre Y-type, Model YA, was a four-seater four-door £672 Saloon with single-carburettor version of the TC-type engine (XPAG), independent front suspension, rack-and-pinion steering, and disc wheels. A very attractive car, it was produced until 1951, when it was superseded by the slightly modified Model YB.
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1947 MG 1½-Litre Y-type, Model YA
UK

MG 1½-Litre Y-type, Model YA

  Also see: MG Car Reviews and The MG Story
 
The MG 1½-Litre Y-type, Model YA, was a four-seater four-door £672 Saloon with single-carburettor version of the TC-type engine (XPAG), independent front suspension, rack-and-pinion steering, and disc wheels. A very attractive car, it was produced until 1951, when it was superseded by the slightly modified Model YB.
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1947 MG TC
UK

MG TC

  Also see: MG Car Reviews and The MG Story
 
The MG TC was in production from November 1945 until December 1949, and was fundamentally the same as the pre-war TB model. The engine was a 1250-cc OHV Four with twin SUs and four-speed gearbox. Wheelbase was 7 ft 10in. tyre size 4.50-19 on wire-spoke wheels. UK price was £528.
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1947 Morgan
UK

Morgan

  Also see: MG Road Tests and Reviews | MG Brochures
 
The Morgan four-wheeled models were fundamentally the same as in the late 1930s, although the engine had been changed from the Ford Ten to a 1267-cc OHV Four, specially made for Morgans by the Standard Motor Co. Shown are the Two-seater, Four-Seater and Coupe in their early form. The underslung chassis frame was interesting in having side members of deep 'Z' section, the floor boards being carried on the lower and the bodywork bolted to the top edges. Front suspension was independent and of the well-known Morgan system, with coil-sprung sliding stub axle carriers.
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1947 Morris Eight Series E
UK

Morris Eight Series E

  Also see: Morris Road Tests and Reviews
 
The Morris Eight Series E, four-door Saloon was continued virtually unchanged from 1946. It had a 918-cc 33-bhp OHV Four engine, 7 ft 5 in wheelbase and 4.50-17 tyres. In late 1948 it was superseded by the entirely new Minor, Series MM.
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1947
UK

Morris Ten Series M

  Also see: Morris Road Tests and Reviews
 
The Morris Ten, Series M, was substantially the same as in 1946 but featured a restyled curved radiator grille, replacing the earlier flat pattern. The Ten had an 1140-cc 40-bhp OHV four-cylinder engine and 7 ft 6 in wheelbase.
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1947 Nuffield Gutty and Nuffield Mudlark
UK

Nuffield Gutty and Nuffield Mudlark

   
 
This Nuffield 'Gutty' was one of the prototypes of the post-war British military field car or FV1 800 Series ½-ton 4 x 4 Combat Truck. Later prototypes ('Mudlark') were produced by Nuffield's Wolseley division. Work on this project had commenced during the war, under direction of Mr Alec Issigonis. The 'Gutty' was powered by a horizontally-opposed four-cylinder engine, similar to that which was planned for the Morris Mosquito (the later Morris Minor), but in both cases the production versions which appeared a few years later had more conventional four-in-line engines.
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1947 Nuffield Oxford Taxicab
UK

Nuffield Oxford Taxicab

   
 
The Oxford Taxicab was another Nuffield product, design and series production of which was carried out by Wolseley Motors Ltd at Ward End, Birmingham, was a purpose-built 'hackney carriage' with a wheelbase of 8 ft 11½ in, an overall length of 13 ft 11½ in, and a turning circle of 25 ft. The engine was an 1802·5-cc (75 x 102 mm) OHV Four with dry-sump lubrication, driving through a four-speed gearbox and underslung worm drive rear axle. The artillery type wheels were shod with Dunlop 5.50-18 Super Taxi tyres. The 'cab' was in production during 1947-53 and cost £997 8s. 4d. incl PT.
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1947 Riley 2½-Litre RMB Saloon
UK

Riley 2½-Litre RMB Saloon

  Also see: Riley Car Reviews and Lost Marques - Riley
 
The Riley 2½-Litre RMB Saloon was a longer edition of the 1½- Litre RMA which had been introduced in September 1945. The 2½-Litre was added in October 1946, and discontinued in 1953. Engine and transmission were based on the pre-war Riley Sixteen, but the chassis was entirely new and featured Torsionic Independent Front Suspension (IFS) with torsion bars. The body was of composite construction and was the same as that of the 1½- Litre, with the 'fabric' - covered roof (which, unlike most modern applications, was padded over a fine steel mesh). Main differences between the two cars were the 2½-Litre's light blue (v. dark blue) radiator badge and greater length (wheelbase 9 ft 11 in v. 9 ft 4½ in, overall length 15ft 6 in v. 14 ft 11 in).
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1947 RolIs-Royce 4½-Litre Silver Wraith
UK

RolIs-Royce 4½-Litre Silver Wraith

  Also see: Rolls-Royce Road Tests and Reviews
 
RolIs-Royce offered one chassis, the 10ft 7 in wheelbase 4½-Litre Silver Wraith. It was available at £2035 (basic) but could be supplied with a variety of catalogued body styles at total prices of up to £6068. Alternatively one could have other coachwork fitted, in which case the PT was calculated on the price of the completed car. The engine was basically the same as that of the Bentley, but instead of the Bentley's twin SU carburettors, the Rolls-Royce had a single twin-choke Stromberg. Power output, although not advertised, was around the 125 bhp mark.
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1947 Rover Sports Tourers
UK

Rover Sports Tourers

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
Rover produced a small quantity of four/five-seater Sports Tourers on their 9 ft 4 in wheelbase Twelve chassis. It would appear that most of these cars were sold overseas in 1947/48, and that some were fitted with the 1389 -cc (66·5 x 100 mm) Rover Ten engines. The Twelve had basically the same OHV engine as the Ten, but with 69-mm bore, giving 1496-cc cubic capacity.
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1947 Rover Ten, Twelve, Fourteen and Sixteen Saloons
UK

Rover Ten, Twelve, Fourteen and Sixteen Saloons

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
Rover range comprised Ten, Twelve, Fourteen and Sixteen Saloon models, all with the same basic styling but differing in size of engine, wheelbase. etc. These cars were produced from October 1945 until early 1948. Pictured left is the Sixteen Saloon, which had a 2147-cc (67·5 x 100 mm) four-cylinder OHV engine and 9 ft 7 in wheelbase. Except for engine bore the Fourrteen and the Sixteen were very similar.
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1947 Rover Sixteen
UK

Rover Sixteen

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
The Rover Sixteen was available as Saloon and Sports Saloon. The latter is shown here and differed in having 3-in lower four-light bodywork. This alternative styling was also available for the Twelve and Fourteen. The prices, in the case of the Sixteen, were £942 and £964 respectively.
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1947 Rover - Surplus Willys Jeep Re-Bodied Land Rover Prototype
UK

Rover - Surplus Willys Jeep Re-Bodied Land Rover Prototype

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
Rover, in 1947, re-engined and re-bodied a war-surplus American Willys 'Jeep' which, after further development, became known as the Land-Rover. The protootype shown, powered by a Rover four-cylinder OHV engine, was unusual in having the steering wheel, pedals, etc. in a central position, in the fashion of an agricultural tractor. Windscreen, hoodsticks, and many other components were standard or modified 'Jeep' units. Production models (from 1948) had right or left-hand drive, doors, and numerous other modifications. Just visible is the tubular cross member under the radiator which distinnguished the Willys MS from the Ford-produced GPW 'Jeep'.
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1947 Saab 92 Prototype
Sweden

Saab 92 Prototype

  Also see: Saab Road Tests and Reviews
  Page Under Construction
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1947 Singer Nine Roadster
UK

Singer Nine Roadster

  Also see: Singer Road Tests and Reviews
 
The Singer Nine Roadster sold at £512 and many were exported. It was a full four-seater, designed on traditional lines. The 35-bhp 1074-cc OHC Four drove through a three-speed gearbox (four-speed on 1949-51 models) and was good for 65 mph, returning about 30 mpg. The chassis was basically similar to Singer Motors' other 1947 offerings, the Super Ten and Super Twelve Saloons.
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1947 Singer Super Twelve
UK

Singer Super Twelve

  Also see: Singer Road Tests and Reviews
 
The Singer Super Twelve was an enlarged edition of the Super Ten, differing mainly in engine size (43-bhp 1525-cc v. 37-bhp 1193-cc, both OHC Fours) and wheelbase (8 ft 7 in v. 7 ft 11 in). Unlike the Ten, the Twelve had a built-out luggage boot. which was its main external distinguishing feature.
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1947 Standard Eight Series 48A
UK

Standard Eight Series 48A

  Also see: Standard Road Tests and Reviews
 
The Standard Eight, Series 48A was available with three body styles, viz. two-door Saloon with sliding roof and Tourer both at £390, and Drophead Coupe at £410 Illustrated is the Tourer with top erected but without sidescreens. They were carryovers from 1946 and continued until 1948. Engine was a 28-bhp 1009-cc side-valve Four, gearbox four-speed, wheelbase 6 ft 11 in and tyre size 4.75-16.
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1947 Standard Twelve Series 12CO and Fourteen Series EO
UK

Standard Twelve Series 12CO and Fourteen Series EO

  Also see: Standard Road Tests and Reviews
 
The Standard Twelve, Series 12CO, and Fourteen, Series EO, were available as four-door Saloon with sliding roof and as Drophead Coupe. Mechanically the Twelve and Fourteen were similar, with the exception of the cylinder bore which was 69·5 and 73 mm respectively, giving swept volumes of 1609 and 1766 cc. Both were side-valve Fours with Solex carburettor, and maximum output was 44 and 49 bhp. Wheelbase was 8 ft 4 in, tyre size 550-16 The same Orophead Coupe, although in scaled-down form, was available on the Eight chassis. These were the last Flying Standards.
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1947
UK

Standard Twelve and Fourteen Saloons

  Also see: Standard Road Tests and Reviews
 
Standard Twelve/Fourteen Saloon bodies on their way from the body plant to the final assembly lines at Canley, Coventry. The semi-trailer's tractive unit is a 1946 Bedford-Scammell OSS.
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1947 Sunbeam-Talbot Ten and 2-Litre
UK

Sunbeam-Talbot Ten and 2-Litre

  Also see: Sunbeam Road Tests and Reviews
 
Sunbeam- Talbot Ltd, a division of the Rootes Group, offered two ranges of cars, the Ten and the 2-Litre, both with four-door Saloon (Ten shown), Drophead Coupe and Tourer bodywork. The Ten had an 1185-cc 41 -bhp engine, developed from Rootes' popular Hillman Minx side-valve Four, driving through a four-speed gearbox. The wheelbase was 7 ft 10in, the tyre size 525-16 The Saloon had a sliding roof as standard and cost £735.
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1947 Sunbeam-Talbot Ten Tourer
UK

Sunbeam-Talbot Ten Tourer

  Also see: Sunbeam Road Tests and Reviews
 
The Sunbeam-Talbot Ten with Tourer bodywork cost £697. Mechanically it was similar to the Saloon. The chassis was underslung at the rear and had rigid axles with longitudinal semi-elliptic leaf spring~ The Ten Drophead Coupe cost £780.
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1947 Sunbeam-Talbot 2 Litre Drophead Coupe
UK

Sunbeam-Talbot 2 Litre Drophead Coupe

  Also see: Sunbeam Road Tests and Reviews
 
The Sunbeam-Talbot 2 Litre Drophead Coupe sold at £895 and was also available as Saloon (£850) and Tourer (£812), all looking similar to the corresponding Ten models. The 2-Litre models had a 3½-in longer wheelbase than the Tens, and a 1944-cc 56-bhp side-valve four-cylinder engine (the same as the Humber Hawk).
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1947 Triumph Series 18T 1800 Saloon and Series 18TR 1800 Roadster
UK

Triumph Series 18T 1800 Saloon and Series 18TR 1800 Roadster

  Also see: Triumph Car Reviews and Lost Marques - Triumph
 
Triumph offered two models which were mechanically similar but had totally different bodywork. They were the Series 18T 1800 Saloon and the Series 18TR 1800 Roadster. Both were introduced in 1946, after the forming of the Triumph Motor Co. (1945) Ltd by the Standard Motor Co. The Saloon had a wheelbase of 9 ft. the Roadster 8 ft 4 in. The engine was a 65-bhp OHV Four of 1776-cc cubic capacity (bore and stroke 73 x 106 mm). 80th models carried a price tag of £991.
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1947 Vauxhall 10-4
UK

Vauxhall 10-4

  Also see: Vauxhall Road Tests and Reviews
  Page Under Construction
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1947 Vauxhall Twelve Series HIX Saloon
UK

Vauxhall Twelve Series HIX Saloon

  Also see: Vauxhall Road Tests and Reviews
  The Vauxhall Twelve Series HIX Saloon was produced from March 1946 until July 1948. It had four-light bodywork, like the Ten to which it was similar in appearance and dimensions. The Twelve had a 1442-cc (69·5 x 95 mm) OHV Four engine. producing 35 bhp. with three-speed gearbox. The Ten had a smaller bore (63·5 mm) and an output of 31·5 bhp Both had Dubonnet type IFS. 8 ft 1 % in wheelbase and 500-16 tyres. The price was also the same, at £422.
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1947 Vauxhall Fourteen Series JIB
UK

Vauxhall Fourteen Series JIB

  Also see: Vauxhall Road Tests and Reviews
 
The Vauxhall Fourteen, Series JIB, was a six-light five/six-seater Saloon with six-cylinder engine of 1781-cc (61·5 x 100 mm), 8 ft 9 in wheelbase and 5·50-16 tyres. It had a built-out luggage boot and carried the spare wheel inside. The steering column was adjustable for length and the price was £557. The specimen shown served as a staff car in the RAF and featured less brightwork than the civilian version.
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1947 Wolseley Eight, Ten, Twelve (12/48), Fourteen (14/60)
UK

Wolseley Eight, Ten, Twelve (12/48), Fourteen (14/60)

  Also see: Wolseley Road Tests and Reviews
 
Wolseley offered Eight, Ten, Twelve (12/48), Fourteen (14/60) and Eighteen (18/85) Saloons, priced from £461 up to £755, and in August announced the Twenty-five (a large Limousine, supplied mainly for official Government use). Eight Ten and Twelve had four-cylinder engines, the larger models were Sixes, all of different cubic capacities and with overhead valves, SU carburettors (twins on the Sixes) and four-speed gearboxes. Body styling was fundamentally the same throughout the range, featuring the classic Wolseley radiator grille with illuminated badge.
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1947
UK

Wolseley Eighteen 18/85

  Also see: Wolseley Road Tests and Reviews
 
The Wolseley Eighteen or 18/85 was in production from late 1945 until December 1948. It had a 2321-cc 85-bhp OHV Six engine and, like the Fourteen, a wheelbase size of 8 ft 8½ in, A sliding roof was optional.
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1946 Triumph 1800 Sports Roadster
1946 - 1947 Triumph 1800 Sports-Roadster.
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