|Prince Henry Vauxhall|
Vauxhall Prince Henry (1912 example)
|Production||1911 - 1914|
|Body and chassis|
|Engine|| I4 |
1911—3 L (3,054 cc)
1913—4 L (3,969 cc)
|Transmission||four-speed sliding-pinion gearbox, live axle|
|Wheelbase||1911—117 in (2,972 mm)|
1913—120 in (3,048 mm)
|Length||1911—159 in (4,039 mm)|
1913—162 in (4,115 mm)
depends on body style
|Width||depends on body style|
|Height||depends on body style|
|Kerb weight||1,250 kg (2,756 lb) depends on body|
|Predecessor||Vauxhall 20 hp|
|Prince Henry engine|
20 and 24
|Displacement||1911—3,054 cc (186 cu in)|
1913—3,969 cc (242 cu in)
|Cylinder bore||1911—90 mm (3.5 in)|
1913—95 mm (3.7 in)
|Piston stroke||1911—120 mm (4.7 in)|
1913—140 mm (5.5 in)
|Block material||cast iron monobloc|
|Head material||non-detachable L-head|
|Valvetrain||mechanically operated, side by side. |
Side-valves operated by push rods from a camshaft low in the block
|Fuel system||ignition by high-tension magneto |
single Zenith carburettor
|Cooling system||Fan; Water pump driven by leather belt|
|Power output||1911—60 bhp (45 kW; 61 PS) @2,800 rpm|
1913—75 bhp (56 kW; 76 PS)
maximum speed 2,500 r.p.m.
|Predecessor||Vauxhall 20 hp|
The Vauxhall Prince Henry was a car manufactured by Vauxhall from 1911 to 1914. It had a length of around 4.05 metres (159.4 in) and a weight of 1,250 kg (2,756 lb) depending on the model and the coachwork fitted.
It is often thought of as the first sports car insofar as its high performance depends less on brute strength and more on overall excellence of design and sturdiness of construction.
Known to Vauxhall as their C-10 three specially prepared cars were entered in the 1200 mile (1900 km) long 1910 Motor Trials named in honour of Prince Henry of Prussia. Replicas of the trial cars sold quickly and became known as Prince Henry Vauxhalls. Prince Henry cars also competed in other international trials including the 1911 St Petersburg to Sebastopol Trial and so two cars were sold to Tsar Nicholas II. A sales and support and distribution branch was opened in Moscow with good results. Hampered by the First World War the office was finally closed after the 1918 revolution.
The Prince Henry was a higher tuned version of the Vauxhall 20 hp that had been designed in the winter of 1907-08 by then draughtsman Laurence Pomeroy (1883–1941) when the company's chief engineer F. W. Hodges was away on holiday. The engine was of 4-cylinder monobloc design with side valves and a capacity of 3054 cc giving 40 bhp (30 kW) output. Three of these cars were entered in the RAC 2,000-mile (3,200 km) trial and one won the speed trials at Brooklands which was part of the event as well as winning the fuel economy award for its class. This victory helped Pomeroy to be promoted to Works Manager.
With the decision to enter the Prince Henry Trial the engine power was increased to 60 bhp (45 kW) at 2800 rpm and as a result of the success replicas were put on the market at £580 with the chassis code C10 and known as the Prince Henry model.
Both Austro-Daimler and Vauxhall offered for sale replicas of their Prince Henry models at the 1911 Olympia Motor Show
In 1913 the engine capacity was increased to 3969 cc and the internal designation changed to C. Production continued until 1915.
Cars produced in 1914 have flutes in the bonnet that fade out a short way behind the radiator.
This 1914 car described below was very familiar to the writer who was a colleague and a close friend of its owner, Laurence Pomeroy junior, the designer's son. This car was owned from new by W T Badgery until bought in 1946 by L E W Pomeroy and it was later the property of Reg Long.
"A casual glance suggests its engine is a completely uninspired design, side valves along one side of the cylinders and the carburetter on the other but this simplicity makes it lighter than more complicated machinery, the chassis too with its "wheel at each corner" and conventional semi-elliptic springs and light unsprung parts—the brake drums on the back axle are remarkably small.
The driver immediately notices the heaviness of the flywheel. The clutch, a beautifully smooth Hele-Shaw multi-plate, hisses as it engages and the heavy flywheel gives the car a lumbering gait but then, and it is a shock, the engine shows it is longing to 'rev'. The gear-change is delightful and with each new higher gear the whole car seems to gather new life with a magnificent beat from the exhaust.
The engine is by no means silent. Exhaust and tappet noise with a continuous if subdued howl of pinions all merge with other unidentifiable sounds but there is no suggestion these noises may not be maintained so long as the driver wishes with unflagging regularity for hour after hour. The seat puts the driver up high and its easy to underestimate road speed. It is one thing to go fast in a straight line but quite another to cover a distance at high average speed. This car has truly amazing roadholding, it is high and narrow yet it passes through roundabouts almost as if there were none there. It is the designer's perfect balance of the whole chassis which makes this phenomenon possible.
The brakes would probably not seem inadequate in the world of 1914. The foot brake operating on the transmission is exceedingly powerful but gets very hot and needs regular adjustment to maintain effectiveness. The handbrake on the rear wheels can be used for long descents but the drums are too small to provide dramatic stopping power. Front brakes would make a big difference but in 1914 front brakes were still the exception rather than the rule.
The Prince Henry Vauxhall was not ahead of its time yet in spite of its heavy flywheel it is in all essentials a vintage car. It stands on the threshold of a new era and one can accurately describe it as the first of the vintage and the last of the veteran cars."
–Kent Karslake, 1956
"The evolution of this model has been interesting. In 1910 there was organised in Germany the event now famous as the Prince Henry Tour. Having an idea of opening an agency in Germany, the Vauxhall company thought that to enter for this competitive run would be useful to them. There were penalties for involuntary stops, as in most road trials, but there was also a speed test in which marks were awarded according to a figure of merit based upon a hypothetical relationship between car-speed and rated horse-power. It was obvious, however, that the big engine was in the most favourable position to win in the speed test, and hence, reliability being equal, to gain the premier award. Nevertheless, the Vauxhall people entered their 90 by 120 mm., engined model, doing all they knew to get the maximum power from it. Weight also being included in the formula, a lighter chassis was designed. Further, as the width and shape of the dashboard was virtually fixed by the regulations, a body was designed with a bulbous back to give a reasonable stream-line form, and to be consistent, the Prince Henry radiator and bonnet were adopted. This was one of the first cases of a British car having its bonnet merging into the scuttle without an intermediate no-man's land of exposed dashboard.
"Of the three Vauxhalls which ran in the Prince Henry Tour, two got full marks for reliability, and all did about 65 miles an hour in the speed trial, which was really quite good for that engine with a four-seated body and a full complement of passengers. So many people desired cars of this special type that in 1911 it was made a regular product of the Vauxhall works, and, during the last year or so a new style has sprung up. In this the engine dimensions are 95 by 140 mm., the old bore-stroke ratio having penalised the car under many hill-climbing formulae. All such formulae which do not involve the cubic capacity of the engine are by common acceptance considered advantageous to engines with small bore and long stroke. The chassis follows the lines of the original Prince Henry, but has rather a longer wheel base."
H. Massac Buist, March 1914.
The Ford GT40 is an American high-performance endurance racing car. The Mk I, Mk II, and Mk III variants were designed and built in England based upon the British Lola Mk6. Only the Mk IV model was designed and built in the United States. The range was powered by a series of American-built Ford V8 engines modified for racing.
Vauxhall Motors Limited is a British Automobile manufacturer, subsidiary of French car manufacturer Groupe PSA and based in Chalton, Bedfordshire, England.
The Lanchester Motor Company Limited was a car manufacturer located until early 1931 at Armourer Mills, Montgomery Street, Sparkbrook, Birmingham, and afterwards at Sandy Lane, Coventry England. The marque has been unused since the last Lanchester was produced in 1955. The Lanchester Motor Company Limited is still registered as an active company and accounts are filed each year, although as of 2014 it is marked as "non-trading".
The Bugatti Type 18, also called the Garros, is an automobile produced from 1912 through 1914. Produced shortly after the start of the business, the design was something of a relic. It had much in common with the cars Ettore Bugatti had designed for Deutz Gasmotoren Fabrik but with the radiator of the Type 13. Only seven examples were built, and three are known to survive.
The Bentley 3 Litre was a car chassis manufactured by Bentley. The company's first it was developed from 1919 and made available to customers' coachbuilders from 1921 to 1929. The Bentley was very much larger than the 1368 cc Bugattis that dominated racing at the time, but double the size of engine and strength compensated for the extra weight. The 4000 lb (1800 kg) car won the 24 Hours of Le Mans in 1924, with drivers John Duff and Frank Clement, and again in 1927, this time in Super Sports form, with drivers S. C. H. "Sammy" Davis and Dudley Benjafield. Its weight, size, and speed prompted Ettore Bugatti to call it "the fastest lorry in the world." This was regarded as a compliment and the inbuilt ruggedness of the design has proven this over 100+ years! Built in 3 main variants, Blue label, Red Label Speed models all carrying a 5-year warranty, and the coveted and rare Green Label 100 mph cars, which only carried a 12-month warranty reflecting the high state of tune.
The Ner-A-Car was a type of feet forwards motorcycle designed by Carl Neracher in 1918. It used an unusual steel-channel chassis, much like an automobile, and hub-center steering at the front wheel, making it 'nearly a car' in design. The Ner-A-Car was the most successful hub-center steering motorcycle ever produced, with sales far eclipsing earlier or later examples of this design, such as the Yamaha GTS1000 or Bimota Tesi. About 10,000 Neracars were manufactured in the United States by the Ner-A-Car Corporation, while around 6,500 are believed to have been produced in England under licence by the Sheffield-Simplex company between 1921 and 1926 under the Ner-A-Car name.
The Rover 8 was a small single-cylinder eight-horsepower 1327 cc car made by the British Rover car company. It was Rover's first production car. It was remarkable for being supported by a backbone chassis rather than a conventional ladder frame. The first model was manufactured from 1904 to 1912, A Daimler-Knight sleeve-valve engine option was available in 1911 and 1912.
The Bedford CA was a distinctive pug-nosed light commercial vehicle produced between 1952 and 1969 by Bedford in Luton, England.
The Austin-Healey Sebring Sprite is an automobile that was produced by the Donald Healey Motor Company at its Cape Works in Warwick, the Healey's Speed Equipment Division in Grosvenor Street, London and subsequently by John Sprinzel Ltd from their well-known premises in Lancaster Mews. A modified version of the production Austin-Healey Sprite, it was recognized by the governing body of motorsport, the Fédération Internationale de l'Automobile, as a separate model in its own right, featuring Girling disc brakes as well as specified engine and chassis improvements. After its homologation (motorsport) on 17 September 1960, FIA regulations permitted the use of 'special bodies' and a small number of Sebring Sprites were subsequently fitted with coupé bodywork in aluminium alloy and glassfibre, the most strikingly attractive examples being those devised by well-known race and rally driver John Sprinzel, who had won the 1959 RAC British Rally Championship. Sprinzel commissioned the coachbuilders Williams & Pritchard, renowned for their racing and prototype work, to produce the bodies. These are usually said to have numbered six, but eight are known to have been made. Further Sprites received similar alloy bodywork from Alec Goldie and Fred Faulkner of the firm Robert Peel Sheet Metal Works. The name 'Sebring Sprite' would become a generic term for any Sprite with disc brakes, and later for any Sprite with coupé or fastback bodywork.
The Vauxhall 20 h.p. chassis code A, was a four-cylinder medium-sized car manufactured by Vauxhall from 1908 to 1914 with one more built in 1920. It was the first production Vauxhall designed by Laurence Pomeroy. It became a highly acclaimed 3 litre of its day and at Brooklands on 26 October 1910 it became the first 20 hp car to exceed 100 mph (160 km/h).
The Bedford CF was a range of full-size panel vans produced by Bedford. The van was introduced in 1969 to replace the older CA model, and was sized to compete directly with the Ford Transit, which had entered production four years earlier. Its design was similar to its American counterpart, the Chevrolet Van (1971-1995).
Laurence Henry Pomeroy (1883–1941) was an English automotive engineer trained as a locomotive engineer and particularly interested in the introduction of light alloys into automotive applications.
The Vauxhall 30–98 is a car manufactured by Vauxhall at Luton, Bedfordshire from 1913 to 1927. In its day, its best-known configuration was the Vauxhall Velox standard 4-seater with open tourer body. Vauxhall's own description was the 30–98 hp Vauxhall-Velox sporting car. The 30–98 is also known to enthusiasts by Vauxhall's chassis code E.
The Vauxhall 25 h.p. chassis code D type is a car manufactured by Vauxhall from 1912 to 1922. More than 1,500 were supplied to the British Army in World War I for use as staff cars. Each Vauxhall chassis was sold with a three-year guarantee including regular inspections.
The Vauxhall 27, 30 and 35 h.p. is a large six cylinder car manufactured by Vauxhall from 1910 to 1914. The 27 h.p. was Vauxhall's first six-cylinder car.
The Dax Rush is a lightweight two-seater sports car. It is offered as a kit, and is a popular choice among Kit Car builders. It has a multi-tube triangulated steel space frame chassis, front engine and rear wheel or four wheel drive. The body is constructed in Glass-Reinforced Polymer (GRP) with optional aluminium side panels and bonnet. It complies with the Single Vehicle Approval (SVA) scheme. Two optional rear suspension technologies are offered; De Dion and the IRS. The car is known for its 0–100 km/h performance of close to 3 second runs.
Daimler Double-Six piston engine was a sleeve-valve V12 engine manufactured by The Daimler Company Limited of Coventry, England between 1926 and 1938 in four different sizes for their flagship cars.
The Austin 40 hp is a 4-cylinder motor car launched at the Olympia Motor Show in November 1907. Manufactured by Austin at Longbridge, Northfield, Birmingham, it was the first variant from Austin's initial plans for a two model range of a 15 hp —which they had dropped—and a 25 hp car.
The Vauxhall 20-60 is a four or five-seater saloon, limousine, tourer or coupé-cabriolet manufactured by Vauxhall of Luton. It was announced on 28 September 1927 with a six-cylinder engine and a four-speed gearbox. A cautious move downmarket. "The first time any six-cylinder Vauxhall has been sold under £1000!" "British & Vauxhall". The initial 2.7-litre engine was enlarged to 3-litres after twelve months.
The 1921 S.T.D. ‘Works’ Grand Prix chassis was built to the three-litre and minimum weight of 800 kilogrammes formula for that year's Indianapolis 500 and French Grand Prix de l’A.C.F.. These team cars were modified by the Works for the 1922 Isle of Man Tourist Trophy, which was won by one of the cars. A few months later, and with 1916 4.9-litre engines, two of the T.T. cars competed in the Coppa Florio, Sicily and gained second and fourth position.
|Wikimedia Commons has media related to Vauxhall Prince Henry .|