History of Singer Cars


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Petrol restrictions compelled him to store away the car, but he took out the engine, fitted it with a copper gasket, and attached it to a small fishing boat. The engine ran throughout the war on paraffin but then reverted to its original role, and clocked up a further 46, road miles and it could still be going strong! All the excitement, the triumphant joy and the despair attached to motor racing, came the way of Sales Manager Jack Kaddy and his colleagues when, in the early 30's Singer officially re-entered the competition world.

One piece of faulty steel, a chance in a million, had created a steering ball joint failure. Never before, recalled the widely experienced Sammy Davis, had an entire team of racing cars been destroyed at the same point in one race miraculously without harming one of the drivers.

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Davis also recollected that after the disaster, just to prove that it was a freak fault, he blazed his rebuilt car up the hill at Shelsley Walsh. Then onto another war and this time from the five Singer factories came a miscellany of vital armaments - air frames for Wellington bombers, guntrailers, shell cases, pumps, Spitfire engine mountings, landing gear for aircraft and fuselages for the Halifax and wing panels.


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The 9hp Singer Roadster was launched in March as an attractive up to date 2-door 4-seater open top car with a boot that housed the spare wheel. The chassis was underslung at the rear and was powered by a modern cc overhead-camshaft engine that had been recently developed for Singer's Bantam saloon car, and the car sold briefly until the Second World War interrupted production. In Singers were keen to get Roadster production re-started and a slightly improved car called the A model emerged.

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The car had grown about 6 inches in length to give rear-seat passengers some more legroom, and there were other detailed modifications. In September a 4-speed gearbox was added to produce an export-only 4A model. All Roadsters to date had had the reliable cc 9hp engine, which with a larger cylinder bore also powered the Super Ten saloon's 10hp engine thereby giving Singers some commonality of production. Meanwhile however, Singers had been developing a cc engine for their new SM Saloon car, which was launched in October to supersede their pre-war designed Super Ten and Super Twelve Saloons.

After World War I, the Ten continued with a redesign in including a new overhead valve engine. The Nine became the Bantam in The vehicles incorporated several novel features including electric starters. After the Second World War, initially the pre war Nine , Ten and Twelve were re-introduced with little change, but in the all new SM with independent front suspension, but still using a chassis, was announced. The car was restyled to become the Hunter in , also available with a twin overhead cam version of the engine, few of which were made.


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The next car was a badge engineered Hillman Minx variant, the Gazelle retained the Singer ohc engine for a while but this also went in The last car to carry the Singer name was an upmarket version of the rear engined Hillman Imp called the Chamois. Makers of the "Gazelle". Showed Vogue and Gazelle models. Listed as part of Rootes Motors. The text of this web site is available under the Creative Commons Attribution-ShareAlike License ; additional terms may apply. Lea on the rear axle. It also weathered an industry slump in that wiped out many British bicycle makers.

Singer Cycle Company began producing motor cars in A unique feature was that the engine, fuel tank, carburettor and low-tension magneto were all housed in a two-sided cast alloy spoked wheel. It was probably the first motor bicycle to be provided with magneto ignition. It was perhaps the only motorcycle engine of its era with reliable ignition.

Singer's first tricar was the Tri- Voiturette.

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The Tri-Voiturette was replaced by another tricar, which had two front wheels and a driven year, more horsepower, and a coachbuilt body, but with the passenger now in front of the driver. The first Singer-designed car was the 4-cylinder 2. Singer made their first four-wheel car in For , the Lea-Francis design was dropped and a range of two-, three- and four-cylinder models was launched, using White and Poppe engines. Singer experimented with a cyclecar, powered by a transversely-mounted aircooled engine in The use of their own power plants spread through the range until by the outbreak of the First World War all models except the low-volume 3.

History of the Singer Car

The Ten's performance attracted interest from former racing cyclist Lionel Martin , who bought a copy right off Singer's stand at the Olympia Motor Show. Production was suspended for the First World War , then resumed afterward. The 10's engine was converted to overhead valves in and monobloc , while the next year, the Ten also got a Waymann body option. At the London Motor Show, the company debuted the Junior , powered by a In the s, Singer sales climbed steadily, [55] By , Singer was Britain's third largest car maker after Austin and Morris.


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In , they made 9, cars. Toward the end of the year, a privateer ran a two-seat Junior up Porlock Hill one hundred times in fifteen hours, which moved Singer to rename that model the Porlock.

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Beuavais-designed Kaye Don saloon, built on the Silent-Six platform. The same year, Leo J. Shorter became chief engineer by , Technical Director [70]. Independent front suspension was added to the Nine in , [77] while the larger models got Fluidrive transmissions.

History of Singer Cars History of Singer Cars
History of Singer Cars History of Singer Cars
History of Singer Cars History of Singer Cars
History of Singer Cars History of Singer Cars
History of Singer Cars History of Singer Cars
History of Singer Cars History of Singer Cars

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