British and European Car Spotters Guide - 1959

It was estimated, in the autumn of 1959, that one in every three families in Great Britain owned a car. With attractively-priced new models reaching the showrooms and production figures continuing to rise rapidly, the position looked encouraging as Britain prepared to move into the sixties. Of the year's total car production of 1,231,414, no fewer than 568,971 were exported, valued at £222,531,517; UK registrations accounted for 662,443 (including hackneys). The number of imported cars had also risen-26,998 compared with 10,940 for the previous year. Apart from anything else, 1959 was the year of the Mini. This incredible little car started its very successful run in the summer and was an immediate hit with rich and poor alike. Also new to the public were the Aston Martin DB4, the BMC 1½-litre 'Farina' range, Bristol 406, Daimler SP250, Rover 3-Litre, Sunbeam Alpine and Triumph Herald.

All New Aston Martin

One of the most exciting of the Britons for 1959 was the David Brown group's Aston Martin DB4. In contrast to the earlier DB2 and 2-4 models, the DB4 was a full four-seater grand tourer with a body-chassis structure designed by Italy's Carrozzeria Touring concern. Other outstanding features were the brand new 3.7 litre aluminium alloy engine and disc brakes all round. The basic structure was an extensive pan comprising under-tray, wheel arches and front end, of which the bonnet surround formed an important part. (A slight disadvantage of the then-new constructional method was that Astons had to resort to well-type engine access instead of the previous arrangement whereby the whole front panel lifted to reveal the works. But the substantial weight saving more than offset the inconvenience.)

Atop the underpan rested a light tubular frame for roof, back panel and rear wings. The two doors were very wide, although light. Carrazzeria Touring craftsmen spent weeks teaching coach-builders at the Tickford works the secrets of their highly specialised trade. The Aston body style was a neat, modern creation with wrap-round windscreen and big rear window. Bumpers and other fittings were neatly blended into the basic line. Interior finish was in leather with a padded facia carrying an inset support handle for the front passenger. Front seats had Reutter reclining backrests and the two rear seats were fairly small but well shaped. The luggage locker was big and unobstructed, with the battery located in a separate locker at the side. A comprehensive heater and demister system was provided, with separate controls on each front door pillar.

Instruments including speedometer, tachometer, oil pressure gauge, temperature gauge, fuel gauge with reserve lamp, ammeter and electric clock were grouped under a hood in front of the driver. An elegant wood-rimmed steering wheel provided an extra touch of craftsmanship; screen washer and two wind horns were standard. Finger-tip controls on the steering column worked direction indicators and flash headlamps. Map and interior lights and reversing lamps were standard. The DB4 was built entirely within the David Brown car production factory, which was, in 1959, centred at entirely at the Tickford works. For 1959 the DB 2-4 remined in full production.

Bristol by Beutler

Another sporting four-seater that aroused plenty of attention in 1959 was the Bristol 406. Although it was a stylish-looking two-door coupe, the 1959 model Bristol had more interior space than the displaced four-door Bristol 405. It was expensive (nearly UK�3,000 without tax in England), but standard equipment was very comprehensive and the interior was nothing short of sumptuous. Reutter lever-action reclining seats were standard, with fold-up headrests on the tops of the front squabs. Bore (66 to 68.69 m.m.) and stroke (96 to 99.4 m.m.) increases pushed the motor well above the previous two-litre level (2,216 c.c.) but it still developed the same 105 b.h.p. The difference was that maximum power came in at 4,700 r.p.m. instead of 5,000 and the torque curve had a fuller and smoother right through to a peak of 129 lb./ft. at 3,000 instead of 3,750 r.p.m.

Body-chassis contruction of the Bristol 406 was semi-unitary, with a heavily boxed, soundproof platform carrying engine and front and rear suspension. Body panels were aluminium and stress-carrying sections such as wheel arches and boot, roof and door patterns were steel. The body was four inches wider at shoulder level, and lacked the pronounced side "hips" of the 405. Styling was by Beutler. Highlights were the general air of slimness, the neatly faired tail fins and the modified Bristol air intake incorporating twin driving lamps and a buried stoneguard. Brakes were Dunlop discs all round with Lockheed servo assistance. A revised rear suspension still used the live axle layout, but incorporated some very original thinking in the location department. The layout specified a Watt linkage for transverse location with a torque arm above for fore-and-aft placement; torsion bars took the load, and massive tubular shock absorbers took care of damping. Performance was almost exactly the same as for the 405, with a top speed of something over 100 m.p.h.

Alvis Gets A Facelift

The beautiful Park Ward Alvis was the third of Britain's then new gran-turismo trio for 1959. The original Swiss Graber body had been revamped at Coventry to give better appearance and more room. Instead of kicking back towards the front to give room for a wraparound window, the back pillars sloped gently towards the tail. The roof line was higher over the back seats, and extended further rearwards. The tail was horizontal (giving a bigger boot and better directional stability) instead of sloping. Interior width was up, too, and a new dashboard in combination burr and grain veneer walnut replaced the old metal one.

Engine changes were confined to the breathing department, where a vertical, pancake air cleaner served twin SUs from a ducted entry at the front of the car. The Park Ward Alvis was, at the time, easily Britain's cheapest high performance four-seater. Among the bigger cars, the Jaguar Mark IX, Armstrong Siddeley Star Sapphire and several variations on the Bentley Continental theme deserved closer attention. The Mark IX, English testers said at the time, was a truly fabulous car. Externally it was the same as the Jaguar Mark VIII - the big difference was under the bonnet, where a 225 b.h.p., 3.8-litre motor replaced the older 3.5-litre unit, and at the wheels, where Dunlop disc brakes took over at each corner from the Mark VIII's drums.

Most of the extra 15 horses went towards better acceleration, which made it at least the equal of all but the fattest and thirstiest of America's 1959 competitors. The Jag would accelerate to 60 m.p.h. in around 11 sec., and 90 m.p.h. came up in just over 25. Road testers of the time found that it would brake regularly from 100 to 30 m.p.h. inside 15. times its own length - without, of course, a sign of fade. Maximum speed was in the order of 118 m.p.h., and price was UK�1,994 without tax in England - about the same as for the Alvis Three litre. Power steering was standard equipment, and the disc brakes had quick-change pads. The Mark VIII remained in production during 1959.

Armstrong Siddeley Star Sapphire

The Armstrong Siddeley Star Sapphire was an interesting new development of the Sapphire 346 saloon for 1959. The six-cylinder, hemispherical-head motor had grown to 3,990 c.c. It was oversquare, and a compression of 7.5 to one gave it a peak output of 165 b.h.p. at 4,250 r.p.m. Twin Stromberg downdraught carburettors had individual pancake air cleaners. The Star Sapphire had disc front brakes by Girling, Borg-Warner automatic transmission and Burman power steering all as standard equipment. The transmission incorporated a holding device for the intermediate ratio. Body developments included a new grille, forward-hung doors, rudimentary tail fins just above the back bumper. Colour schemes were new, and there were two separate heater units - one for front and the other for rear passengers. The rear compartment heater incorporated a demister for the back window; it was controlled from the off side door pillar, so that passengers could regulate the temperature for themselves. The Star Sapphire had exciting performance, which combined with luxury and relatively low price (�1,763 basic in England) to make a desirable motor car.

The Popular Bentley Continental

Variants on the popular Bentley Continental chassis by Hooper and H. J. Mulliner (designer of the original "sloper" Continental which was still in production in 1959) completed the luxury array. British tests at the time showed that the Continental Bentley had lost none of the staggering performance that turned it overnight into one of the world's most respected automobiles. It would travel in 1959 form at 120 m.p.h. in ethereal silence. The Mulliner version had four doors and a tail treatment reminiscent of the S Series. Winking indicators were built into the number plate housing.

A 1959 Miniature Raceabout

In complete contrast to the wonderful cars mentioned above was the Frisky Sprint, which was even sold in Australia. The Sprint was a streamlined miniature two-seater with a performance that would do credit to many cars three times its size. The body was far more rakish even than the revised Frisky sport, with full wrap-around Perspex wind deflector-shield and head fairing for the driver. It was styled by Italy's Giovanni Michelotti. Propulsion (one might almost say projection, in view of the little car's rocket-like shape) came from a 34 b.h.p. Excelsior Talisman three-cylinder, two-stroke motor mounted at the back. Rear suspension on the Sprint was modelled after the old Kieft 500 c.c. racing cars, with swinging half axles and long radius rods supported by combined spring-shock absorber units.

Drive was delivered to the differential by open chain, and three Amal carburettors fed mixture to the cylinders. The Frisky Sprint sold in direct competition with the very successful Berkeley. Britain's other three new offerings included the Peerless fibreglass sports car which had proved itself at Le Mans and, in 1959, was in full production. We believe that some may have reached Australia by the end of 1959. The Peerless was a full four-seater gran turismo coupe, lighter than the Triumph TR3 on which it was based. It was well made (by the standards of the day), very carefully designed, good-looking and reasonably priced.

BMC's 1959 Newcomers

B.M.C.'s newcomers for 1959 included the exciting MGA Twin Cam and the Austin-Healey Sprite. The Sprite was already on sale in Australian capitals at A�1,175 including tax. It was a small, speedy sports car with good looks and light weight for its size. It was the first production sports car in the popular price-range to use unit construction of body and chassis. Detail equipment was comprehensive - it included windscreen washers and tonneau cover as standard. The Twin Cam MGA would prove to have plenty of well deserved success Australia. The single side camshaft A enjoyed an enviable reputation for world class roadholding, steering and appearance at moderate cost. The Twin Cam model added superb stopping and really fierce performance, although that of course came at a price.

German Hardtops

The first of Germany's 1959 sports models began to trickle into Australia by the end of the year. Sydney's Porsche distributors were running a bright red 1600 Convertible D, complete with wind-up windows and all the goodies - a time when a Porsche with wind up windows was a big deal - this was the car that replaced the old side-screened Speedster model. A Mercedes 300SL Hardtop also made its way to Australia, a variant of the open sportster, the body styling of which was distinguishable below the waistline from the original coupe by its all-embracing headlamp shields.

The German N.S.U. concern launched a high-pressure sales drive in Britain during 1959, a step which at the time indicated a prelude to Australian penetration - many were salivating at the prospect of being able to see, let alone drive or own the glorious Sport Prinz. Body styling was by Bertone on the coupe principle, ; and the engine was a 583 c.c. air-cooled four-stroke developing 30 b.h.p. from two cylinders. Body and chassis were a single unit and suspension was independent all round. In 1959 the Sport Prinz was unrivalled for looks among the bigger mini-cars.

Made in France

Moving to France, we find two interesting sporting newcomers for 1959, and both found their way to Australia, although only in small quantities. The first was Renault's Dauphine Floride which was the first serious rival to the Karmann-Ghia Volkswagen. The Renault Dauphine was basically an open four seater with really stylish body design by Frau of Paris, but a hard top transformed it to an equally handsome saloon in a twinkling. Power came from the normal, rear-mounted Dauphine motor which, at the time, proved to have a large number of specialist tuning and performance parts available from smaller tuning houses.

The second French car of note for 1959 was the fabulous Facel Vega luxury grand touring four-seater, complete with walnut-and-pigskin furnishings and top speed around 135 m.p.h. For 1959 the Face! (which almost stole the shoe in the film "Bonjour Tristesse") got tail fins and an alternative four-door layout. In contrast to other countries, Italy offered little in 1959 that was really new. Alfa Romeo revised the Guilietta Sprint Coupe, their handsome small sports coupe. For 1959 it sprouted small tail fins and bigger rear lamps, modified auxiliary grilles at the front and a scrawl nameplate on each flank. The 2000 Berlina, the handsome but distinctly un-Alfa-like five-seater introduced in 1958 continued unchanged. It had a beautiful sporting sister for 1959, which developed 105 b.h.p. from 1,975 c.c.