Standard Eight: Difference between revisions
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Two versions were available from the launch of the model: A two-door all-steel saloon, and a 2/4-seat open tourer. The former body was built for Standard by Fisher & Ludlow at a newly erected plant at Tile Hill, Coventry. The open tourer bodies were built by Carbodies at Holyhead Road, Coventry, and these cars were probably also assembled there<ref>The Book of the Standard Motor Company by Graham Robson, publ. 2011 by Veloce, ISBN 978-1-845843-43-4</ref> |
Two versions were available from the launch of the model: A two-door all-steel saloon, and a 2/4-seat open tourer. The former body was built for Standard by Fisher & Ludlow at a newly erected plant at Tile Hill, Coventry. The open tourer bodies were built by Carbodies at Holyhead Road, Coventry, and these cars were probably also assembled there<ref>The Book of the Standard Motor Company by Graham Robson, publ. 2011 by Veloce, ISBN 978-1-845843-43-4</ref> |
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Around the turn of the year 1938/39 a drophead coupe became available. This body was built for Standard by Mulliners of Birmingham, who were already building drophead bodies for the Standard Flying Twelve. The initiative for this version probably came from Mulliner's and not from Standard themselves, as it |
Around the turn of the year 1938/39 a drophead coupe became available. This body was built for Standard by Mulliners of Birmingham, who were already building drophead bodies for the Standard Flying Twelve. The initiative for this version probably came from Mulliner's and not from Standard themselves, as it only appeared 4-5 months after the original saloon and tourer versions<ref>A-Z of British Coachbuilders 1919 - 1960, by Nick Walker, revised ed. published 2011 by Bay View Books. ISBN 978-0-9549981-6-5</ref>. |
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The prewar production ledger has not survived. However, series production seems to have commenced mid September 1938, and it seems probable that 23,069 home market (RHD) saloons had been assembled by Standard at their Canley plant by the end of August 1939 (end of company's 1938/39 financial year). Number of home market open tourers seem to be 1,500 (two batches of 1,000 and 500 respectively), and number of home market drophead coupes less than 1,000 - only one proper batch of 500 has been identified. 550 LHD CKD sets (completely knocked down) were supplied to Denmark, for assembly by their Danish importers, Bohnstedt-Petersen AS in Copenhagen. 500 of these were saloons, 50 were open tourers. CKD sets were also supplied to Australia, and assembled there by Mortlocks of Perth. For open tourers they used locally built bodies by Richards. Number of Flying Eights assembled in Australia is unknow. Production at Standard's Canley plant continued into the early weeks of 1940. Highest chassis number now known is 33433, a saloon first registered on 11.7.1940<ref>Research project into the Flying Eight production records by members of the Standard Motor Club, 2012 onwards. Partly published in club magazine, The Standard Car Review</ref> |
The prewar production ledger has not survived. However, series production seems to have commenced mid September 1938, and it seems probable that 23,069 home market (RHD) saloons had been assembled by Standard at their Canley plant by the end of August 1939 (end of company's 1938/39 financial year). Number of home market open tourers seem to be 1,500 (two batches of 1,000 and 500 respectively), and number of home market drophead coupes less than 1,000 - only one proper batch of 500 has been identified. 550 LHD CKD sets (completely knocked down) were supplied to Denmark, for assembly by their Danish importers, Bohnstedt-Petersen AS in Copenhagen. 500 of these were saloons, 50 were open tourers. CKD sets were also supplied to Australia, and assembled there by Mortlocks of Perth. For open tourers they used locally built bodies by Richards. Number of Flying Eights assembled in Australia is unknow. Production at Standard's Canley plant continued into the early weeks of 1940. Highest chassis number now known is 33433, a saloon first registered on 11.7.1940<ref>Research project into the Flying Eight production records by members of the Standard Motor Club, 2012 onwards. Partly published in club magazine, The Standard Car Review</ref> |
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Revision as of 14:19, 11 September 2014
| Standard Eight | |
|---|---|
 Standard 8hp Saloon of 1946 | |
| Overview | |
| Manufacturer | Standard-Triumph |
| Production | 1938–59 |
| Chronology | |
| Predecessor | none |
| Successor | Triumph Herald |
The Standard Eight is a small car produced by the British Standard Motor Company from 1938 to 1959.
The car was originally launched in 1938 as the Flying Eight. After the Second World War the Flying range of Standards was dropped but an updated car called the 8 hp was re-introduced in 1945. In 1953 a completely new car, the Standard Eight was launched sharing virtually nothing with its predecessor. In 1959 the car was dropped to be replaced by the Triumph Herald, as the Standard brand was being phased out.
Flying Eight
| Standard Flying Eight | |
|---|---|
 Standard Flying Eight Saloon of 1939 | |
| Overview | |
| Production | 1938–41 production – not available |
| Body and chassis | |
| Body style | saloon, tourer, drophead coupé |
| Powertrain | |
| Engine | 1021 cc Straight-4 [1] |
| Transmission | 3-speed manual |
| Dimensions | |
| Wheelbase | 83 inches (2108 mm) [2] |
| Length | 139 inches (3531 mm) [2] |
| Width | 56 inches (1422 mm) [2] |
The Flying Eight was the smallest member of the Standard Flying family. It was launched by the Standard Motor Co Ltd late September 1938, prior to the 1938 Motor Show at Earls Court in October of that year.[3] Apart from the power unit, it was a brand new design, and marked Standard's first entry into the smallest 8 hp market.
The frame was all new, with box section longitudinals, and independent front suspension (ifs) by a transverse leaf spring. It was the first British 8 hp family car to feature ifs. At the same time, an updated Flying Ten and a Flying Twelve were introduced, incorporating the the same chassis features. The engine was a development of the previous Flying Nine/Ten, but now with a counterbalanced crakshaft and an aluminium cylinder head. The bore was reduced to 57 mm in order to get into the 8 hp class. At 1,012 cc swept volume, max. power was quoted to 31 bhp at 4,000 rpm. A 3-speed gearbox was used, as well as Bendix mechanical brakes operated by cables.
Two versions were available from the launch of the model: A two-door all-steel saloon, and a 2/4-seat open tourer. The former body was built for Standard by Fisher & Ludlow at a newly erected plant at Tile Hill, Coventry. The open tourer bodies were built by Carbodies at Holyhead Road, Coventry, and these cars were probably also assembled there[4]
Around the turn of the year 1938/39 a drophead coupe became available. This body was built for Standard by Mulliners of Birmingham, who were already building drophead bodies for the Standard Flying Twelve. The initiative for this version probably came from Mulliner's and not from Standard themselves, as it only appeared 4-5 months after the original saloon and tourer versions[5].
The prewar production ledger has not survived. However, series production seems to have commenced mid September 1938, and it seems probable that 23,069 home market (RHD) saloons had been assembled by Standard at their Canley plant by the end of August 1939 (end of company's 1938/39 financial year). Number of home market open tourers seem to be 1,500 (two batches of 1,000 and 500 respectively), and number of home market drophead coupes less than 1,000 - only one proper batch of 500 has been identified. 550 LHD CKD sets (completely knocked down) were supplied to Denmark, for assembly by their Danish importers, Bohnstedt-Petersen AS in Copenhagen. 500 of these were saloons, 50 were open tourers. CKD sets were also supplied to Australia, and assembled there by Mortlocks of Perth. For open tourers they used locally built bodies by Richards. Number of Flying Eights assembled in Australia is unknow. Production at Standard's Canley plant continued into the early weeks of 1940. Highest chassis number now known is 33433, a saloon first registered on 11.7.1940[6]
8 hp
| Standard 8 hp | |
|---|---|
 Standard 8hp Tourer of 1947 | |
| Overview | |
| Production | 1945–48 53,099 made [7] |
| Assembly | United Kingdom Australia [8] |
| Body and chassis | |
| Body style | Saloon, tourer, drophead coupé, estate car |
| Powertrain | |
| Engine | 1009 cc Straight-4 [9] |
| Transmission | Four-speed manual |
| Dimensions | |
| Wheelbase | 83 inches (2108 mm) [2] |
| Length | 139 inches (3531 mm) [2] |
| Width | 56 inches (1422 mm) [2] |
The 8 hp model, without the Flying name now, was rapidly re-introduced after the Second World War with the first models appearing within ten days of VE day. The only major update from the pre-war model involved the fitting of a 4-speed gearbox. The absence of bonnet louvres on the 8 hp model provided visual differentiation from the Flying Eight.[9] The tourer could be distinguished externally from the coupé by having cutaway door tops. Estate cars were produced in 1948 only and were not on general sale.[9]
The car was firmly pitched by Standard against the Austin 8 and Morris Eight rivals and was keenly priced at £314.
After this version of the 8 was phased out Standard-Triumph's next small car was the Triumph Mayflower and it was only after this model had failed to meet its sales targets that a new Standard Eight was launched.
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Standard 8 Saloon 1947/48
Eight
| Standard Eight | |
|---|---|
 | |
| Overview | |
| Production | 1953–59 136,317 made [7] |
| Body and chassis | |
| Body style | Saloon |
| Powertrain | |
| Engine | 803 cc Straight-4 |
| Transmission | Four-speed manual optional overdrive |
| Dimensions | |
| Wheelbase | 84 inches (2134 mm) [2] |
| Length | 144 inches (3658 mm) [2] |
| Width | 60 inches (1524 mm) [2] |
The 1953 Eight was a completely new car with unit construction and an overhead-valve engine. Only saloon models were made. The new engine of 803 cc produced slightly less power than the outgoing larger sidevalve unit with 26 bhp at 4500 rpm but this was increased to 30 bhp at 5000 rpm in 1957. The 4-speed gearbox, with synchromesh on the top three ratios, was available with optional overdrive from March 1957. Girling hydraulic drum brakes were fitted.
To keep prices down, the car at launch was very basic with sliding windows, single windscreen wiper and no external boot lid. Access to the boot was by folding down the rear seat, which had the backrest divided in two. The 1954 De luxe got wind up windows and the Gold Star model of 1957 an opening boot lid. From mid-1955 all the Eights finally got wind up windows. At launch the car cost £481 including taxes on the home market.[10]
An example tested by The Motor magazine in 1953 had a top speed of 61 mph (98 km/h) and could accelerate from 0–50 mph (80 km/h) in 26.5 seconds. A fuel consumption of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg‑US) was recorded.[10]
The Standard Ten of 1954 shared the bodyshell and running gear and would outlast the Eight by continuing until 1961.
Replacement
The Eight was replaced in 1959 by the Triumph Herald, which used a slightly enlarged version of the same engine.
Film appearances
A Standard 4/8A Tourer is driven by the main characters in the 1951 film, The Man from Planet X. [11]
References
- ^ Michael Sedgwick & Mark Gillies, A-Z of Cars of the 1930s, Haymarket Publishing, 1993, page 186
- ^ a b c d e f g h i Culshaw; Horrobin (1974). Complete Catalogue of British Cars. Macmillan. ISBN 0-333-16689-2.
- ^ The Autocar magazine, issue 30 September 1938
- ^ The Book of the Standard Motor Company by Graham Robson, publ. 2011 by Veloce, ISBN 978-1-845843-43-4
- ^ A-Z of British Coachbuilders 1919 - 1960, by Nick Walker, revised ed. published 2011 by Bay View Books. ISBN 978-0-9549981-6-5
- ^ Research project into the Flying Eight production records by members of the Standard Motor Club, 2012 onwards. Partly published in club magazine, The Standard Car Review
- ^ a b Robson, G. (2006). A-Z of British Cars 1945–1980. Herridge Books. ISBN 0-9541063-9-3.
- ^ Pedr Davis, The Macquarie Dictionary of Motoring, 1986, page 455
- ^ a b c Michael Sedgwick & Mark Gillies, A-Z of Cars 1945-1970, Haymarket Publishing Ltd, 1994, page 185
- ^ a b "The Standard Eight saloon Road Test". The Motor. 16 September 1953.
- ^ "Postwar 4/8A Tourer appears in 1951 Hollywood Film"
Further reading
- Allen, Michael (1985). British Family Cars of the Fifties. Haynes Publishing. ISBN 0-85429-471-6.