The Ford Sidevalve is a side valve ( flathead engine ) from the British arm of the Ford Motor Company , often also referred to as the "English Sidevalve". The engine had its origins in the 1930s Ford Model Y , and was made in two sizes, 933 cc (56.9 cu in) or "8 HP", and 1,172 cc (71.5 cu in) or "10 HP". The early engines did not have a water pump as standard, instead relying on thermosiphon cooling as the Model T engine had. A water pump was added in 1953 for the 100E models when the engine was re-engineered to the point that few specifications are identical between the early and the later series. The Sidevalve engine was used in many smaller Fords as well as farm vehicles, commercial vehicles and a marine version in boats. Production of the engine was stopped in 1962. Windscreen wipers were often driven by the vacuum generated in the inlet manifold .
29-772: The Sidevalve Engine was also used in German Fords, starting with the Ford Köln in 1932 and ending with the last rear-wheel drive Ford Taunus P1 12M (G13/G13AL) in 1962. Early further research and development were being carried out at the German Ford engine plant in Cologne to improve the engine for ease of use in the Taunus line of cars, including a 44 hp 1.5 developed from the 1172cc for the Taunus G93A but this work
58-470: A better view out (because the strength of the steel allowed for larger windows), and a reduced propensity to burn uncontrollably if an engine caught fire, which in the 1930s engines regularly could. Adler's own Standard 6 model had, in terms of the German auto-industry, pioneered the use of all-steel car bodies from its launch in 1927. Much of the extra expense of producing steel bodied cars arose before
87-426: A cheap open topped "Cabrio-Limousine" that used timber-frame construction with synthetic leather covering after the manner of some of the smaller DKWs and Adlers . This bargain basement special was promoted as a "car for everyman" (" Wagen für Jedermann ") and priced in 1935 at 1,850 Marks, which was 360 Marks less than the manufacturer's advertised price for the normally bodied two-door sedan/saloon. The Köln had
116-442: A disproportionately large number of the few private cars that had survived the hostilities were prewar DKW F series cars and Adler Trumpf Juniors. Many cars had been commandeered during the war by the military, and after the collapse of the German army cars that had been carefully concealed from German soldiers were now requisitioned by American, Russian and British soldiers. However, soldiers from each successive army demonstrated
145-446: A four-cylinder, four-stroke engine of 933 cc giving 21 hp (16 kW) at 3400 rpm. The top speed was 85 km/h (53 mph). It had a three-speed gearbox (plus reverse) with synchromesh on second and third gear. It was a small car weighing, in bare chassis form, only 540 kg (1,190 lb): an empty car with a body fitted weighed between 700 kg (1,543 lb) and 750 kg (1,653 lb). Public response to
174-472: A shared reluctance to be seen driving pretty but small and not particularly fast front wheel drive Adlers and DKWs. Despite the loss of the factory and of the company's (and the country's) principal supplier of steel car bodies (Ambi-Budd's Berlin factory having ended up in the Soviet sector of Berlin), Adler director Hermann Friedrich authorised the development of a post-war Adler Trumpf Junior. The chassis
203-432: A single car had been produced, with a high capital outlay being needed for investment in the heavy presses and dies needed to produce the pressings for the body panels. But with market demand for small cars growing rapidly in the 1930s, economies of scale entered the picture, and if a manufacturer could amortise the initial capital costs for a single model over many tens of thousand of cars, the unit cost of an all-steel body
232-527: A small two door “Limousine” (sedan/saloon) with a recommended price of 2,750 Marks and a small two door “Cabrio-Limousine” which was effectively a two-door sedan/saloon with a canvas foldable roof, available for only 2,650 Marks. Comparisons with the smaller engined DKW Meisterklasse F4 were unavoidable: DKW's recommended price for the DKWs was 2,500 Marks and 2,600 Marks respectively for their Limousine and Cabrio-Limousine bodied cars. In 1935, Adler broadened
261-495: The Adler Trumpf , which had already been available for two years. It intended to broaden the range and claim a share of a growing market which DKW were creating with their F1 model, and its successors, for small inexpensive front wheel drive cars. The Trumpf Junior's development was a shared responsibility between Hans Gustav Röhr (1895 – 1937) and his colleague and friend, Adler chief engineer Josef Dauben . The engine
290-543: The Soviet occupation zone , cut off from control, customers and principal suppliers. However, its Frankfurt home base turned out to have been chosen as the focal point for the US occupation zone. The company's factory had been badly damaged in an air-raid on 24 March 1944, and after the war the site was commandeered by the US military so was no longer available to Adler. Ironically, at a time when no new cars were being produced,
319-643: The 153,117 produced by Ford of Britain of the equivalent model. In 1935 the Ford Köln was replaced by the Ford Eifel which was a larger car (based on the British Model C ). Bibliography Adler Trumpf Junior The Adler Trumpf Junior is a small family car introduced by the Frankfurt based auto-maker Adler , early in 1934. Trumpf Junior was conceived as a similar but smaller version of
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#1732783000555348-599: The 1930s timber frame construction would have been a natural choice for small inexpensive cars. It relied on timber based craft skills that had been developed over generations in the carriage building trade and were still readily available. However, all-steel car bodies were already increasingly mainstream in North America where they had been introduced before the First World War , and they offered clear advantages in terms of reduced weight, increased strength,
377-399: The 1930s were in some shape or form back in the business of producing cars. The exception was Adler, whose plans to resume auto-production were shelved during 1948, when the two prototypes exhibited at Hanover were scrapped. Until the company's demise in 1957, they concentrated instead on manufacturing motor cycles and type-writers. A red convertible Trumpf Junior is visible in many scenes of
406-478: The 1936 cars continued to come from Ambi-Budd while production of the four seater cabriolet bodies was split between Ambi-Budd and Karmann of Osnabrück . The stylish and more costly two seater cabriolet bodies came from various coachbuilders including Wendler of Reutlingen. In August 1939 Adler produced the 100,000th Trumpf Junior which by then had become by far the company's best selling car to that date and, as things later turned out, of all time. 23,013 of
435-576: The British method of power calculation for road taxation purposes , and bears no relationship with the actual power output. Displacement , cylinder diameter, stroke, and number of cylinders determined the power for road taxation purposes. A three-speed gearbox was fitted as standard; three forward and one reverse. Several ways of improving the performance through modifications to the gearbox and transmission train were applied; replacement close ratio gears fitted to gearbox, overdrive gears fitted behind
464-552: The Trumpf Junior range, now offering in addition to the Limousine and Cabrio-Limousine, two and four seater cabriolets and 2 seater sports models. The range was topped off by a version of sports model with its maximum engine power raised to 25 PS (18 kW; 25 hp), priced at 4,150 Marks. The bodies on the 1935 cars were of lightweight timber frame construction, covered by a synthetic leather skin. This followed
493-502: The car was lukewarm due to a rigid axle based front suspension and a perpendicular body style which was by now perceived as old fashioned. In its class the car faced heavy competition, mainly from Opel , DKW and Adler : commercially the Ford Köln, with 11,121 cars produced between 1933 and 1936, was not a great success. Adler produced 24,013 of their similarly sized Trumpf Juniors in less than two years between 1934 and 1935. Ford Köln volumes were also disappointing when compared with
522-513: The cars produced had been of the 1934-35 (1G) version, and by the time production came to a complete halt in 1941 Adler had added 78,827 of the 1936-41 (1E) version. Like many German auto-makers, Adler emerged from the Second World War confronting many obstacles. It avoided having its factory plant crated up and sent by train to Moscow, unlike Opel , and it did not share in the fate of DKW and BMW of finding its principal plant in
551-484: The lower price. The standard all-steel bodies were provided by Germany's larger supplier of steel car bodies, Ambi-Budd of Berlin . Slightly unusually for a car-body design, this one had a name, and the steel bodied Trump Juniors were known as the “Jupiter” bodied Trumpf Juniors. However, the name was one which was shared with the slightly larger steel bodied Adler Trumpf which had been available with an all-steel “Jupiter” steel body from Ambi-Budd since 1932. At
580-466: The original gearbox and higher ratio crown & pinion gears fitted to the differential unit on the back axle. Ford K%C3%B6ln The Ford Köln is an automobile that was produced by Ford Germany from 1933 until 1936 at its Cologne plant. The English Ford company had developed the car and introduced it in 1932 as the Ford Model Y . The German-built version, renamed Ford Köln to stress
609-641: The prewar Trumpf Junior sedan/saloon, resembling a slightly smoothed off Renault Juvaquatre . Production tooling was available, and there being no prospect of building the car at Adler's Frankfurt plant, an agreement was in place to use a nearby factory belonging to MAN , located on the north-eastern side of Gustavsburg . Directly after the war, the victors, including the Soviet Union , had initially planned to deindustrialise Germany. Therefore, it would have been hard to anticipate in 1945 that by 1955 four of Germany's top five leading auto-producers from
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#1732783000555638-409: The start of 1936, the Trumpf Junior (1G) was replaced by the Trumpf Junior (1E). The engine and 2,630 mm (103.5 in) wheel-base were unchanged, but a range of 390 mm (15.4 in) longer and more streamlined of bodies was introduced. From 1936 until production ended in 1941 these standard bodies would be offered without further changes. “Limousine” and “Cabrio-Limousine” bodies for
667-475: The structural choice still used by DKW for their small front wheel drive DKW Meisterklasse F4 . However, the use of synthetic leather skin which had a tendency to rot, attracted adverse comment for both manufacturers and by 1935 buyers of the Adler Trumpf Junior saloon/sedan could pay an extra 200 Marks for a timber frame car covered not by synthetic leather but by sheet steel. At the start of
696-505: The vehicle's German provenance, was first seen at the 1933 Berlin Motor Show. The name came from the German name for the city of Cologne . The early cars were built with components and other support from the company's English associate, but during the first year of production componentry was increasingly sourced locally. Subsequently, the German company offered alternative bodied cars of its own design, including notably, for 1934/35,
725-404: Was a four-cylinder four stroke 995 cc side-valve unit. Claimed maximum power was of 25 PS (18 kW; 25 hp) at 4,000 rpm. This supported a claimed top speed of 90 km/h (56 mph). Power was delivered to the front wheels via a four speed manual transmission controlled by means of a column mounted lever. When launched at the start of 1934, the car came with a choice between
754-418: Was finally halted in 1942. Ford of Germany would later make use of the work on the 1.5 development of the 1.2 Sidevalve and convert it to a 55 hp 1498 cc Overhead-Valve design for the 1955 Ford Taunus 15M P1, which would later be further enlarged to a 59 hp 1698 cc for the 1957 Ford Taunus 17M P2 and 69-74 hp 1758cc for the 1960 Ford Taunus 17M/TS 1750 P3 until production ceased in 1964. It
783-423: Was no longer prohibitive. In 1936 Adler started to produce the Trumpf Junior saloon/sedan with an all-steel body and priced the car at 2,950 Marks, which was exactly the same price that they were now asking for the same car with a timber frame body. Both body types continued to be listed until 1939, but following a 250 Mark price reduction for the steel bodied car in 1937, it was the steel bodied car that came with
812-819: Was replaced by the Kent engine in Britain and by the Taunus V4 engine in Germany. Many ways were explored to enhance the power output of the standard engine, most notably special exhaust manifolds , twin carburettors , stiffer valve springs, thinner cylinder head gaskets and modified camshafts . The most hardcore performance tuning available was the Overhead Inlet Valve head conversion from Willment and Elva, which could be built to produce 70+ BHP The nominal horsepower quoted for each engine size comes from
841-474: Was to be little changed, apart from the repositioning of the gear-box ahead of the front axle, which required a lengthening of the car at the front by 150 mm (5.9 in). This would create more space in the passenger cabin and improve the weight balance over the drive axle. At the 1948 Hanover Trade Fair two prototypes Trumpf Juniors were exhibited, with bodies by Karmann of Osnabrück and Wendler of Reutlingen. The bodies were updated versions of
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