TECH SPECS

AUSTIN 10 (1936)

1,125cc - 4 cylinder - RAC rating 9.99hp - CVC 12 volt dynamo

Gear-type oil pump - 6-pint sump

Zenith downdraught carburettor - Lucas coil & distributor

4 speed gearbox

Open prop shaft - ¾ floating rear axle

Semi-elliptic springs front & rear - Luvax hydraulic shock absorbers

Girling cam & roller operated brakes - pedal & pistol-grip hand lever operate all brakes

Austin 10 (1936). Pic by Steve Glover_Flickr. On It's My Classic.jpg

BOND BUG 700ES (1970)

701cc - 4 cylinder in line - 31bhp

52Nm @ 5000rpm

Zenith carburettor - Water cooled

4-speed manual gearbox

Max speed: 75mph

Kerb weight: 407kg

Coil springs - De Dion axle

Bond Bug 700ES 1970_from It's My Classic.jpg

CHEVROLET NOVA SS (1971)

GM Chevrolet L48 small block - 5733cc (350 cu/in) - V8 - 245bhp

Naturally aspirated - Rochester 4-barrel carburettor

270hp (gross) @ 4800rpm

Transmission: 3 speed manual, 4 speed manual, or 3 speed automatic

Brakes: front discs; rear drums

Coil spring front suspension; rear leaf springs

Steel unitary body

0-60mph in 6.2sec - Top speed: 120mph

Chevrolet Nova SS 1971. Pic by Zytonits_Flickr. On It's My Classic.jpg

Citroën Light Fifteen (1953)

1911cc - 4 cylinder push-rod OHV - 55.7bhp @ 4,250rpm

Compression ratio 6.5:1

0-60mph in 29.7sec

3 speed gearbox - Front wheel drive

Independent front supension by torsion bars & wishbones; rear by torsion bars & dead axle

Turning circle: 43 ft (approx 13metres)

Price: £685

The Light Fifteen was the Slough (UK)-built version of the "Traction Avant"

Citroen vintage advertising. Pic Andrew Bone_Flickr. On It's My Classic.jpg

FORD TEN

10hp - 4 cylinder - 1172 cc

3 main bearings - 1⅝ diameter - 1½ thou clearance - 4 thou end play

Aluminium, single split pistons - 1½ thou skirt clearance

2 compression piston rings @ 0.076 wide - 1 scraper @ 0.1545 wide - 6 thou gap

Part pressure, part splash lubrication system - 4½ pint capacity

Ford 10 1938.jpg

NSU Prinz 30 (1961)

583cc - 36bhp @ 5,500rpm

Parallel twin cylinder 4 stroke engine

Rear engined - air cooled

Inclined overhead valves

Bing barrel-throttle downdraught carburettor

Compression ratio: 7.6:1

0-60mph in 29.6sec

Hydraulic brakes

All-independent coil spring suspension (with front transverse wishbones & rear swinging half-axles)

NSU Prinz. Pic by PeterOlthof_Flickr. It's My Classic.jpg

PONTIAC TRANS AM (1973)

7469 cc - 310bhp @ 4000rpm

GM Pontiac 455 V8 - 16 overhead valves (2 per cylinder)

Naturally aspirated - Bore: 4.1ins - Stroke: 3.8ins

Rochester 4 barrel carburettor

Four speed manual gearbox

Recirculating ball steering - Rear wheel drive

Front brakes: disc - Rear brakes: drum

Coil spring front suspension - Leaf springs with live axle on rear

Steel unitary body

Est. 0-60mph in 5.4sec

Pontiac Trans Am '73. Pic by Priceman141_Flickr. It's My Classic.jpg

SAAB 96 Saloon (1961)

 

841cc - 3 cylinder - 42bhp - Two-stroke

Front wheel drive - 3 speed gearbox (synchro on 2nd & 3rd)

Compression ratio: 7.3:1 - Solex 40AI carburettor

No oil filter (petroil lubrication) - 0-60mph in 25.6secs

Brakes: hydraulic  front; drum rear

Independent  coil & wishbone front suspension; U-beam axle & coil spring rear

Length (incl. bumpers): 13ft 2ins - Width: 5ft 2ins - Turn radius: 18ft

Weight distribution (empty): front 58% - (full load): front 48%

Price (new): £885 2s. 6d (incl. tax)

Saab 96 (1965). Pic by Rutger von der Maar_Flickr. On It's My Classic.jpg

Triumph TR7 (1975) (UK spec.)

 

1,998cc - 4 cylinder in line - 105bhp - Torque: 161Nm  

Compression ration 9.25:1 - Overhead cam - Two valves per cylinder

Twin side-draught SU HS6 carburettors

​​Rear wheel drive - Four speed manual gearbox

0-60 in 9.1secs

Brakes: disc & caliper front, drum rear

Independent McPherson strut w/ telescopic damper coil springs front suspension; rear 4-link with lower trailing arms

Triumph TR7. Pic by Karen Roe_Flickr. On It's My Classic.jpg

TVR GRANTURA (1961)

 

1,588cc - 4 cylinder - 79.5bhp - Compression ratio: 8.3:1

Two SU H4 carburettors

0-60mph in 12sec

4 speed gearbox

Brakes: hydraulic disc front; drum rear - Tubular chassis

Independent suspension all round by trailing links & torsion bars

Price: £1,253 12s 6d (incl. tax)

Came with the MG engine (above) or the Coventry Climax 1,216cc. Was also available in kit form.

TVR Grantura. Pic by Alden Jewell_Flickr. On It's My Classic.jpg

VAUXHALL CRESTA (1961)

2,651cc - 6 cylinder - 113bhp - Zenith 42 VNT carburettor

Laycock-de Normanville overdrive

Lockheed hydraulic brakes

Independent coils springs, anti-roll bar & transverse wishbones (front); semi-elliptic leaf spring and rigid axle (rear)

Unladen kerb weight - 24cwt (1219kg)

Camber angle - 0° 38' (laden) - Castor angle - 2° (laden)

Max speed - 94.7mph

With overdrive & tax £1,077 15s 10d

Vauxhall Cresta PA 1961. Pic by Andrew Bone_Flickr. It's My Classic.jpg

RAILTON 29 (1938)

28.8hp - 8 cylinder - 4168 cc

Bore x stroke : 3 x 4.5

5 main bearings - 1 thou clearance - 6 thou end play

Lo-Ex, single skirt and cam ground pistons - 2 thou skirt clearance

2 compression piston rings @ 3/32 wide - 2 scrapers @ 3/16 wide - 9 thou gap

Part pressure, part splash lubrication system - 11 pint capacity

Pistol-type pull-on handbrake

Andre Telecontrol shock absorbers

Turning circle: approx 42ft

Price (Railton Cobham saloon): £698

Model 46 DL New Imperial (1939)

 

344cc (74 x 80mm) New Imperial engine

OHV single port

Totally enclosed valve gear with dry sump lubrication

Twist-drip throttle

Amal carburettor

4 speed gearbox in unit with engine with enclosed foot change

Transmission: gear primary enclosed in oil bath & final chain

Lucas Magdyno ignition

Price: £60 10s (with electric lighting, horn, and Smith speedometer)

FRANCIS BARNETT KESTREL 24 (1932)

Engine: two-stroke Villiers

Engine size: 147cc

Chain drive

Top speed: approx 35mph

Price new: £22

Francis Barnett Kestrel 24 1932 vintage motorcycle from It's My Classic
Wyvern Light Car advert 1913.jpg

Vauxhall 14 Light Six (1939)

1,781cc - 6 cylinder - RAC rating 14.07hp

48bhp @ 3,800rpm

9 pint sump

Firing: 1,5,3,6,2,4

Pushrod-operated overhead valves

Zenith downdraught carburettor

Compression ratio: 6.75:1

3 speed synchromesh gearbox

Borg & Beck 8ins dry clutch

Lockheed hydraulic brakes

Burman-Douglas worm & nut steering

12 volt battery - positive earth

Lotus Plus Two S 130 (1970)

 

1,558cc - 4 cylinder

126bhp @ 6,500rpm

Compression ration: 10.3:1

2 Weber 40DCOE carburettors

0-60mph: 8.1secs

4 speed synchro gearbox

Suspension: double wishbones, coil springs & telescopic dampers (front); independent by struts, coil springs & lower wishbone (rear)

Central backbone chassis; separate glassfibre body

BSA Scout 1938 advert.jpg

BSA SCOUT (1938)

Vintage BSA Scout 1938 sports convertible carside cutaway from It's My Classic

The BSA Scout - introduced in 1935 as a two-seater, utilising the T9 engine from BSA's previous 3-wheeler car, with a single differential front brake (again from the 3-wheeler) and rod-operated drum brakes at the rear.

1938 BSA Scout sports convertible with the roof down from It's My Classic

The sporty body design helped the Scout to sell well and by 1936 there were multiple FWD Scout options for customers to choose from. The image above shows wire wheels. During the final year of production (1939), "easy clean" wheels were fitted.

Vinatge BSA Scout sports convertible car with the roof up from It's My Classic

"In the matter of steering and road holding the B.s.A. is oustanding; only 1⅔ turns of the steering wheel are necessary from lock to lock, and the action is so light that one-finger control is possible. Except when on full lock ther is no trace of tremor on the steering wheel, and when the correct method of cornering is realized the results are a revelation."

"In order to get the best out of the car it is advisable to accelerate strongly when rounding the sharpest part portion of the bend. Then the full benefit of the front-wheel drive becomes available."

"Driven hard, the car emits a slightly savage exhaust note, but this could be modified by a suitable fish tail, if desired."

"A point which is deceptive is the maximum speed, which, by modern standards, is not particularly high, yet the average from point-to-point can be very good indeed. This is due not only to the road-holding and cornering qualities but also to the way in which the speed builds up on the slightest down gradient to something in excess of 65m.p.h.; thereafter the car continues to hold this speed in a satisfactory manner."

Road test comments - The Motor, 1938

 

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