The war hardly over, and bugger all left of the one testicled twerp from Austria, save for a badly burnt jaw held by Stalin. UK car manufacturers wasted no time in reverting to civilian production. Most cars were carry-overs from 1939/40, but there were some new models. Newly produced cars in 1945 were at first delivered only to essential users; later they could be acquired only against a permit issued by the Ministry of War Transport The basic ration of petrol was restored, enabling pleasure motoring to be resumed on a basis of about 200 miles per month.
New car prices were high and included the new Purchase Tax. Faced with the urgent need for stimulating export, the Government required the motor industry to export half of their production of cars and one-third of new commercial vehicles. Cars, buses and trucks could be sold almost anywhere, particularly in war-torn Western Europe. North America was ready for large numbers of sports cars, and firms such as MG could not produce enough to meet the demand. Car production in 1945 and 1946 totalled 16,938 and 219,162 respectively. By the beginning of 1946 some 11 million cars were in use in the UK.
The Healey Westland
The Healey Westland was released in 1946 and went on to make a name for itself as a supremely stable high-speed touring car which would obey the control of the driver at all speeds of which it was capable, and under all road conditions. The chassis was built up of very light box section members, the side members being straight in both vertical and horizontal planes from the front right back to the rear wheel arch. The front cross tube was extended beyond the chassis on each side to carry welded sheet steel boxes on which the front suspension arms were pivoted. A box member was located immediately behind it, and between the centre of the frame and the wheel arch was a short, very sturdy cruciform, which was unit-built with the tailshaft tunnel.
A box member at the apex of the wheel arches and steel under panning to the rear completed the chassis. The chassis frame unit weighed but 160 lb. yet was exceptionally rigid. Front suspension was by trailing parallel links and coil springs, with hydraulic shock absorbers. At the rear coil springs were also used, with axle location via a Panhard rod and torque tube. The power unit was based on the 2.5 litre Riley 4 cylinder engine. This engine had twin camshafts, one on each side of the block located in a very high position, so the push rods were very short and the reciprocating masses in the valve gear were considerably lighter than otherwise. Inlet ports were siamesed, with an S.U. carburetter to each port, while on the other side of the engine was a large bore four-branch exhaust manifold. Bore and stroke was 80.5 m.m. x 120 m.m., compression ratio was 6.9 to 1, and the power output was 104 b.h.p. at 4,500 r.p.m.
Though only of small car dimensions, the saloon body was very spacious and comfortable, with an exceptional amount of head room. All body panels were of light alloy and in the interests of weight saving side and rear windows were made of perspex. The lines of the body were very pleasing and were given by what was doubtless the best compromise design of aerodynamics and driver convenience ever successfully produced up to that time.
Allard
Allard cars were powered by developed versions of the well-known Ford V8 3·6-litre engine. In this advertisement is the Model L open four-seater, which had a wheelbase of 9 ft 4 in. Sydney Allard was a well-known participant in pre-war trials and speed events, using Ford-based Specials of his own design. Quantity production of post-war Allard cars commenced in 1946. and during the ensuing years a large variety was produced, many finding their way to North America in chassis form (to be fitted with Cadillac and other V8 engines). The body design was partly the work of Godfrey Imhof, another well-known rally and trials driver.
The Alvis Fourteen TA 14 Saloon was the Company's only model in production during 1946. It was a new and beautifully proportioned four-door four-light model, powered by a four-cylinder 1892-cc (74 x 110 mm) OHV engine, driving through a four-speed gearbox. Wheelbase was 9 ft tyre size 6.00-16.
Armstrong Siddeley Typhoon
Armstrong Siddeley started post-war production in November 1945 with the 16 HP Lancaster Saloon and Hurricane Drophead Coupe, supplemented by the Typhoon Two-door Saloon from August 1946. They remained in production until September 1949, when the engine was uprated. 1945-49 models had a 1991-cc (65 x 100 mm) 70-bhp OHV power unit. Wheelbase was 9 ft 7 in, tyre size 5.50-17. Pre-production Lancaster and Hurricane cars had made their debut as early as May 1945-during the same week as VE Day (Victory in Europe).
Austin Sixteen, Model BS1, was new in the Company's immediate post-war programme. This car was basically the same as the Twelve (HS1), but instead of a 1535-cc side-valve engine it had a new 2199-cc overhead-valve unit with an output of 58 bhp at 3700 rpm. The RAC rating was 15·99 HP. Automatic reversing light, built-in hydraulic jacks and heater were standard equipment on the Sixteen. The saloon illustrated was delivered to the RAF. Post-war production of the 8, 10,12 and 16 HP Saloons started in August 1945 and ceased in October 1947, with the exception of the 16 HP, which was continued until early 1949. In June 1946, the millionth car came off Austin's Longbridge assembly line. It was a Sixteen, finished in matt cream.
Post war production for Bentley commenced in May, 1946, with the Mark VI Saloon. Other body styles were also offered, as well as the bare chassis for specialist coachwork. The engine was a six cylinder F-Head overhead inlet, side exhaust 29·4 HP unit of 4257cc cubic capacity with twin SU carburettors and four speed gearbox. Wheelbase was 10 ft., tyre size 6.50-16. It was continued in this form until September 1951, when a larger bore 4566cc engine was introduced.
The Daimler Straight Eight Model DE36 was available in chassis and Limousine form. It was the largest Daimler available and the eight-cylinder 5460-cc engine had the same cylinder dimensions (85·09 x 120 mm) as the 4095-cc six-cylinder Model DE27. Both were OHV engines. with twin SU carburettors, producing 110 and 150 bhp respectively. Front suspension was independent wheelbase 12 ft 3 in and 11 ft 6~ in respectively. Production started in March.
The Daimler 2½- Litre Model DB18 was introduced in February 1946. It was available in chassis form. with drophead coupe bodywork and as a four-door saloon (shown). The engine was a 2522-cc 70-bhp OHV Six. driving through a fluid flywheel and pre-selector epicyclic gearbox and worm drive rear axle. Front suspension was independent with coil springs.
The Ford Anglia 8 HP Model E04A was a carry-over from 1939/40 albeit with some detail improvements and modifications. Post-war production started in October 1945. The four-cylinder side-valve engine was of 933-cc capacity, having a bore and stroke of 56·6 x 92·5 mm. With 6·3:1 CR it developed 23-4 bhp. Gearbox was three-speed. wheelbase 7 ft 6 in. tyre size 450-17. It remained virtually unchanged until late in 1948.
The Ford Prefect 10 HP Model E93A was put into production in October 1945. It was fundamentally the same as produced in 1939/40 and differed from the Anglia chiefly in the following respects: four-door bodywork with different front and rear end. 7 ft 10in wheelbase, 12 ft 11¼ in (v. 12 ft 8¼ in) overall length. 5.00-16 tyres and 63·5-mm cylinder bore, giving 1172-cc cubic capacity. Maximum power output with 6·16:1 CR. was 30 bhp. The millionth vehicle to emerge from Ford's Dagenham plant (opened in 1931) was a white Prefect in August 1946. It was driven from the assembly line by the Minister of Supply. Mr John Wilmot.
The Frazer-Nash-Bristol 2-Litre was announced in 1946, although quantity production did not commence until 1947, by which time it was known as the Bristol 400. The car was developed by the Bristol Aeroplane Company in conjunction with Messrs Adlington of AFN Ltd. producers of the Frazer-Nash- BMW. The latter was basically the pre-war German BMW 328, and the engine of the new car was developed by Bristol during 1945-46, also from the BMW 328. It was a 1971-cc OHV Four with three SU carburettors. The new car had a well-streamlined four-seater body on a massive-looking but light box girder frame, with a wheelbase of 9 ft 6 in. IFS with transverse leaf spring and torsion bar rear springing.
The Hillman Minx was reintroduced in 1945, and Hillman claimed, no fewer than 57 improvements compared with the 1940 model, to which it looked identical. The price, in October 1946, was £442 and a Drophead Coupe was available at £525, both prices inclusive of PT.
The Hillman Minx Estate Car was a derivation of the van. Hillman Minx-based vans carried the Commer nameplate, Commer being the principal line of Rootes' commercial vehicles.
HRG 1100 and 1500
HRG offered two Sports Two-Seaters, the 1074-cc 1100 and the 1496-cc 1500 (shown). They were similar in appearance, but apart from the 44 and 61 bhp engines, differed slightly in dimensions, the wheelbase being 8 ft 4½ in and 8 ft 7½ in respectively. Both engines were based on Singer units, with overhead camshaft and twin SU carburettors. The cars were made in small numbers by HRG Engineering Co. in Tolworth, Surrey.
Humber Super Snipe with attractive Estate Car coachwork. This was not a regular production body style but a special vehicle bodied by Thrupp & Maberly. Note the 'boot scrapers' below the doors.
The Humber Pullman was mechanically similar to the Super Snipe, but had 12-in v. 11-in Lockheed hydraulic brakes and 10ft 7½ in v. 9 ft 6 in wheelbase. It could carry seven passengers and driver. The 4-litre side-valve Six engine developed 100 bhp at 3400 rpm. All Humbers had independent front suspension with wishbones and transverse leaf spring.
The Humber Pullman with special luxurious Sedanca De Ville coachwork built to special order by H. J. Mulliner & Co. Ltd, for Rootes Ltd. With the main exception of the radiator grille, all the bodywork was different from the regular Pullman Limousine. It is shown here with the front compartment roof section removed and installed. The Motor wrote 'The bodywork is a good example of compromise between British and American styling, the car having flowing lines without over-exaggeration'. The price of the car was £2300, plus PT (November 1946).
Humber Super Snipe Tourer, showing HM The Queen (then Princess) Elizabeth and Princess Margaret in King's Park, Edinburgh, in July 1946. The occasion was the commemoration of the 25th anniversary of the Scottish Branch of the British Legion.
Jaguar Cars Ltd (formerly SS Cars Ltd., a name changed for obvious reasons) re-entered the post-war market with basically unchanged 1½, 2½ and 3½ Litre Sports Saloons. There were several detail improvements. Except for certain features of equipment. the same style of coachwork was used for all three cars. The 1½ Litre was a Four (73 x 106 mm) ; the others were Sixes (73 x 106 and 82 x 110 mm), all with OHV.
The Jensen Straight Eight Saloon was a beautifully-styled high-performance car intended for the luxury market. The engine was a 130-bhp 3860-cc (85 x 85 mm) 36·5 HP OHV 8-in-line with two SU carburettors, driving through an overdrive-top four-speed gearbox. Although announced in the summer of 1946, it was not until early 1948 that series production actually got under way. This advertisement appeared in September 1946.
Jowett Javelin
The Jowett Javelin was first announced in mid-1946 and went into quantity production in the following year. It was an entirely new car, bristling with unusual design features. The horizontally-opposed fourrcylinder water-cooled OHV engine was mounted ahead of the front wheel axis. It was of 1486-cc cubic capacity (72·5 x 90 mm) and with a CR of 7·25:1 and two Zenith carburettors produced 50 bhp. Top speed was nearly 80 mph, fuel consumption averaging between 25-30 mpg. Drive was to the rear wheels via a steering column-controlled four-speed gearbox and divided propeller shaft.
Lanchester Ten, Series LD10
The Lanchester Ten, Series LD10, was produced from February 1946 until July 1951, although 1950/51 models had restyled bodywork (four-light by Barker). The engine, a 40-bhp OHV Four of 1287 cc, was one of the most powerful Tens of the day. It drove through a fluid flywheel with pre-selector gearbox. Wheelbase was 8 ft 3 in, tyre size 5.25-16.
Lea-Francis 12 and 14 HP
The Lea-Francis 12 and 14 HP models of 1946 were similar in principle to the pre-war cars but considerably modified in detail. In addition to the four-light Saloon (shown) there was a Utility/estate car. A Coupe was added early in 1947 and a short-wheelbase Sports model in 1948. 12 and 14 had 100-mm stroke and 69 and 75-mm bore respectively, giving 1496 and 1767-cc cubic capacity. Both were OHV Fours with two high-positioned camshafts and hemi-spherical combustion chambers. 1947 saloons had deeper side windows, whereby the 'upper waistline' was eliminated.
Lea-Francis Chassis
Lea-Francis chassis was underslung at the rear and had 9 ft 3 in wheelbase and 5.50-17 tyres. Suspension was conventional with rigid axles and semi-elliptic leaf springs front and rear. Brakes were Girling mechanical.
The MG Midget TC was produced from November 1945 until December 1949, during which period the impressive total of about 10,000 were made. A large proportion of these were exported, notably to North America. The TC resembled the 1939 TB in all but relatively minor respects. The body was four inches wider, the instrumentation was revised. a new synchromesh gearbox was fitted and the roadsprings had shackles rather than the previous sliding trunnions. Engine was 54-4-bhp 1250-cc four-cylinder with twin SUs. Wheelbase was 7 ft 10 in. tyre size 450-19.
The Morgan F-4 was a four-seater three-wheeler with 933-cc 22-bhp four-cylinder side-valve Ford Eight engine. Transmission was by shaft from flywheel through centre bearing (obviating shaft whip) to three-speed gearbox, then to worm and wheel with single-chain final drive. Wheelbase was 8 ft 3 in, basic price £235 (August 1946).
The Morgan F Super was basically similar to the F-4 but with a shortened wheelbase (7 ft 11 in), 1172-cc Ford Ten engine and twooseater bodywork. It had a maximum speed of over 70 mph and could cruise at 65 mph. The basic price was £260.
The Morgan 4/4 Drophead Coupe had a 38·8-bhp 1267-cc OHV four-cylinder engine, specially made by the Standard Motor Co and rated at 9·99 HP. The gearbox had four speeds and Girling brakes were fitted. The two-seater bodywork had luggage accommodation inside the folding hood; the car carried two spare wheels. Wheelbase was 7 ft 8 in, overall height 4 ft 3 in. A two-seater Roadster and four-seater Tourer were also offered.
The Morris 1946 models were carry-overs from 1939/40 and comprised Eight, Series E, two and four-door Saloons and Ten four-door Saloons, all with fixed or sliding roof. Illustrated is a four-door Eight with sliding roof, which was priced at £300 plus just over £84 PT. Post-war production of the Eight had commenced in October 1945, in two-door form, the four-door being added in January 1946. Both had 7 ft 5 in wheelbase, 4.50-17 tyres.
The Morris Ten, Series M was reintroduced in September 1945, although it had been in production during the war years in military Light Utility form. The car was available only with four doors, with or without a sliding roof. Engine capacity was 1140 cc (Eight: 918·6 cc), maximum brake horsepower 37·2 (Eight: 29·6). Unlike the Eight. the Ten had overhead valves. Suspension was conventional with longitudinal leaf springs all round. Wheelbase was 7 ft 10in, tyre size 5.00-16. Later in the year a new rounded radiator grille was introduced. This model was also produced in India, named Hindustan.
Riley introduced an entirely new and most attractive post-war model in September 1945. The engine was not much different from that of the pre-war 1½- Litre. The new chassis featured Torsionic IFS with torsion bars and the body, too, was of an entirely new design. In October 1946, a 2½- Litre model was added which had a longer bonnet and a pale blue instead of a dark blue radiator badge. Cubic capacities of the engines were 1496 and 2443 cc respectively. Wheelbase was 9 ft 4½ in for the 1½- Litre, 9 ft 11 in for the 2½- Litre.
The RolIs-Royce Silver Wraith 4½-Litre was produced during 1946-1951, had a six-cylinder 4257-cc (88·89 x 114·3 mm) 29·4 HP 126-bhp engine with twin-choke Stromberg carburettor and 6·4:1 CR. It had overhead inlet and side exhaust valves (F-head type). Gearbox was four-speed, wheelbase 10ft 7 in. Several body styles were offered.
Rootes Airframe Factory, Speke, Liverpool
The headquarters of the British Motor Industry, 148 Piccadilly. London. W1, decorated for the Motor Industry's Jubilee celebrations. These premises were officially opened by the Rt. Hon. John Wilmot MP, Minister of Supply, on 18 July 1946. He also opened the Jubilee Exhibition. which was housed in the same building.
Rover offered Ten, Twelve, Fourteen and Sixteen Saloons. The latter three were also available with Sports Saloon bodywork (Twelve shown). This body style was a little less in height and had four side windows instead of six. providing a more lengthy appearance The Twelve had a 1496-cc OHV Four engine and 9 ft 4 in wheelbase.
Rover Fourteen Saloon with six-light bodywork. It was similar to the Sixteen, the main exception being the cubic capacity of the six-cylinder OHV engines, 1901 and 2174 cc respectively. Model shown cost £812, as four-light Sports Saloon £831.
The Singer Nine Roadster appeared in May 1946. It had aluminium-panelled four-seater bodywork, a 1074-cc (60 x 95 mm) OHC engine with one SU carburettor, three-speed gearbox and 7 ft 7 in wheelbase. It was continued until late in 1949, when a Solex carburettor, a four-speed gearbox and other detail modifications were introduced. Price £493.
The Singer Super Ten went into production in December 1945, and had an 1193-cc (63·25 x 95 mm) 37-bhp OHC engine. In December 1946 the Super Twelve Saloon was added. It was similar to the Super Ten, but somewhat larger, and powered by a 43-bhp 1525-cc (68 x 105 mm) engine, also with overhead camshaft. Wheelbase sizes were 7 ft 11 in and 8 ft 7 in respectively.
The Standard Eight Saloon was substantially similar to the 1940 model, the main external difference being the omission of the louvres in the bonnet sides. A minor modification was that the transverse leaf spring of the front suspension was now anchored with six instead of four bolts. Also, the three-speed gearbox was replaced by a four-speed.
The Standard Twelve Utility model was produced for export and was based on the military 12 HP chassis with beam type front axle.and semi-elliptic leaf springs (the only post-war Standard car without IFS). It also retained the rectangular military type instrument panel, set in a wooden dash panel. Below the rear window was a small bottom-hinged door, providing access to the loading space behind the (folding) rear seat. This door lid, when left open, formed a strong platform for long or additional loads.
The Standard Fourteen Saloon and Drophead Coupe were generally similar to the corresponding Twelve models but had a larger-bore 1776-cc 13·23 HP engine. Prices were the same, £479 for the Saloons. £505 for the Coupes.
The Sunbeam-Talbot Ten Saloon was same as in 1940 except for detail improvements including redesigned aluminium cylinder head. The 1185-cc 41-bhp side-valve Four engine (derived from the Hillman Minx) drove through a four-speed gearbox and the Bendix Duo-Servo brakes were cable-operated. A Sports Tourer and a Drophead Coupe were also available. Prices were £684, £646 and £729 respectively (including PT).
Sunbeam-Talbot 2-Litre Sports Tourer. The 2-Litre models (Saloon, Tourer and Drophead Coupe) had a 1944-cc 56-bhp four-cylinder side-valve engine and 10-inch Lockheed hydraulic brakes. Both the Ten and the 2 Litre were in production from July 1945 to June 1948.
During 1946 Sunbeam-Talbot production was transferred by Rootes, the parent company, to Ryton-on- Dunsmore, near Coventry. This was the last car to come off the assembly line of the old Barlby Road, London, works, on 31 May 1946.
The Triumph Motor Co. Ltd was taken over by Standard and shortly afterwards two entirely new Triumph cars were announced, the 1800 Series 18T Saloon and Series 18TR Roadster. Both had a 1776-cc four-cylinder OHV engine. The Saloon featured very attractive 'razor edge' body styling. Production period: March 1946 to January 1949, then continued as 2000 (Renown).
The Triumph 1800 Roadster, Series 18 TR, was mechanically similar to the 1800 Saloon (except 8 ft 4 in v. 9 ft wheelbase), but the 3/5-seat bodywork with its long low lines and curved rear end was in complete contrast. Both cars had a full-width bench-type front seat and steering-column gearchange. Note the triple windscreen wipers. Production period: March 1946 to October 1948.
The Vauxhall Motors' 1945/46 production programme comprised Ten (Series HIY), Twelve (Series I and HIX) and Fourteen (Series JIB) Saloons. The Twelve was first produced (late 1945 to early 1946) with the 1940-style six-light body (pictured left), but from March 1946 the same four-light body was used as for the Ten. The engine was a 1442-cc 35-bhp Four.
The Vauxhall Fourteen was a six-light saloon with 1781-cc 47·5-bhp six-cylinder engine and a longer wheelbase than the Ten and Twelve (8 ft 9 in v. 8 ft 1¾ in). It was the same as in 1940, but no longer had the chrome radiator grille surround. All models had OHV engines and Dubonnet type IFS.
The Vauxhall Fourteen was a six-light saloon with 1781-cc 47·5-bhp six-cylinder engine and a longer wheelbase than the Ten and Twelve (8 ft 9 in v. 8 ft 1¾ in). It was the same as in 1940, but no longer had the chrome radiator grille surround. All models had OHV engines and Dubonnet type IFS.
Conceived in the 1930s where there was limited production, it was eventually put into mass production by a British army officer after the war. Mechanically not that remarkable, but the rear-engined, air-cooled Bug remained in production for more than 50 years. With some 21.5 million made, it's been one of the world's most popular cars ever.
The Wolseley Eight could be called a refined edition of the Morris Eight. It had an overhead valve version of the 918-cc Morris Eight engine, and with an output of 33 (v. 29·6) bhp was the most powerful (and only OHV) post-war 8 HP car. Naturally it also featured the traditional Wolseley radiator grille, incorporating the illuminated oval badge of the marque. It was produced only as four-door Saloon, from March 1946 until October 1948.
The Wolseley Twelve was very similar to its pre-war edition. It was known also as the 12/48 and was in production from December 1945 until October 1948. The engine was a 44-bhp 1548-cc (69·5 x 102 mm) OHV Four. Wheelbase was 8 ft 2 in. Only saloon bodywork was offered. with or without sliding roof.
The Wolseley Fourteen, or 14/60, was similar to the Twelve but had 6½-in longer wheelbase and 1818-cc (61·5 x 102 mm) six-cylinder OHV engine with two SU carburettors. Also available in 1946 were Ten and Eighteen (18/85) Saloons. These had 1140-cc Four and 2321-cc Six OHV engines respectively.
The Volkswagen administration building photographed in 1946. Note the Tatra parked in the middle - this vehicle was used by Major Hirst on Military Government Trade Plates.
