89-612: The Standard Atlas is a light van which was produced and sold under various names between 1958 and 1980, initially in Britain and Europe, and subsequently in India. In 1958 Standard presented the Atlas, their contender in the growing but (in Britain) increasingly crowded small van sector. It was a competitor for BMCs venerable J-Type and the much more modern Morris J2 , as well as for
178-472: A shadow factory , began construction in mid 1939 and production began in 1940. It was managed by Standard for the Air Ministry . After the war Standard leased Banner Lane and, in partnership with Harry Ferguson , used it for the manufacture of Ferguson tractors. By the beginning of the war, Standard's annual production was approximately 50,000 units. The company continued to produce its cars during
267-436: A 1,670 cc (102 cu in) petrol. The larger dimensions of this engine meant that the chassis had to be enlarged and the cabin design rearranged. At the same time the smaller engine was enlarged to 1,147 cc (70.0 cu in). Around 1960 new versions with payload limits raised to 15 cwt (760 kg gross) and 20 cwt (1,020 kg gross) were introduced. These heavier-duty models were provided with
356-436: A Standard engine and chassis. A prototype SS 1 was displayed at London's October 1931 Motor Show and in 1932 Swallow were able to supply three models, two of them used the same body. Swallow's business was moved to SS Cars and began to use a model name of Jaguar for part of their range, then extended it to include their saloons . In 1945 SS Cars became Jaguar Cars and Standard still manufactured Jaguar's engines, though only
445-535: A blacksmith's forge, where at the age of fifteen he began training as a blacksmith. He seems to have specialised in the lighter, more complex kind of forge work. During his time at the Arsenal, Maudslay also worked at the Royal Foundry, where Jan Verbruggen had installed an innovative horizontal boring machine in 1772. Maudslay acquired such a good reputation that Joseph Bramah called for his services on
534-407: A car. It was fitted to a chain-drive chassis. The three-cylinder engine, designed by Alexander Craig was an advanced unit with a single overhead camshaft and pressure lubrication. Realising the enormous potential of the horseless carriage and using a gift of £3,000 from Sir John Wolfe-Barry, R. W. Maudslay left his cousin and became a motor manufacturer on his own account. His Standard Motor Company
623-523: A daughter Isabel Maudslay and four sons: Thomas Henry, the eldest, and Joseph, the youngest, subsequently joined their father in business. William, the second, became a civil engineer and was one of the founders of the Institution of Civil Engineers . Near the end of his life Maudslay developed an interest in astronomy and began to construct a telescope. He intended to buy a house in Norwood and build
712-483: A double cylinder direct acting engine in 1839. They introduced some of the earliest screw propulsion units for ships, including one for the first Admiralty screw steamship, HMS Rattler , in 1841. By 1850 the firm had supplied more than 200 vessels with steam engines, though the firm's dominance was being challenged by John Penn 's trunk engine design. They exhibited their engines at the 1862 International Exhibition . In 1825, Marc Isambard Brunel began work on
801-589: A generous boot. The car was badged as a 'Triumph' rather than a 'Standard' and the Triumph TR2 was a winner. Ken Richardson achieved 124 mph (200 km/h) on the Jabbeke Highway in Belgium in a slightly modified car. As a result of the publicity, small manufacturers, including Morgan , Peerless , Swallow , and Doretti, bought engines and other components from Standard Motor Company. In 1958
890-508: A metal lathe to cut metal, circa 1800, enabled the manufacture of standard screw thread sizes. Standard screw thread sizes allowed interchangeable parts and the development of mass production . Maudslay was the fifth of seven children of Henry Maudslay, a wheelwright in the Royal Engineers , and Margaret ( nee Whitaker), the young widow of Joseph Laundy. His father was wounded in action and so in 1756 became an 'artificer' at
979-401: A metal fastening on the other side were usually fastened in non-threaded ways (such as clinching or upsetting against a washer). Maudslay designed a tool holder into which the cutting tool would be clamped, and which would slide on accurately planed surfaces to allow the cutting tool to move in either direction. The slide rest was positioned by a leadscrew to which power was transmitted through
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#17327727953741068-422: A new 6-cylinder model. Founder and Chairman Reginald Maudslay retired in 1934 and died soon afterwards on 14 December 1934 at the age of 64. Charles James Band 1883–1961, a Coventry solicitor and a Standard director since 1920, replaced him as chairman and served in that capacity until the beginning of 1954 though Sir John Black briefly held the appointment before he retired. 1935 saw all production transferred to
1157-538: A new factory was opened at Fletchampstead. That year, Standard launched the Flying Eight. The Flying Eight had a new four-cylinder engine smaller than that in the Flying Nine, and was the first British mass-produced light saloon with independent front suspension. The Flying Ten and Flying Twelve were also given new chassis with independent front suspension in 1938. The aero engine plant at Banner Lane ,
1246-464: A non-stop run. In 1905 the first export order was also received, from a Canadian who arrived at the factory in person. The order was reported in the local newspaper with some emphasis, "Coventry firm makes bold bid for foreign markets". The company exhibited at the 1905 London Motor Show in Crystal Palace , at which a London dealer, Charles (later Sir Charles) Friswell 1872-1926 agreed to buy
1335-412: A notice offering a reward of 200 guineas to anyone who could pick it. It resisted all efforts for 47 years. Maudslay designed and made a set of special tools and machines that allowed the lock to be made at an economic price. Bramah had designed a hydraulic press , but was having problems sealing both the piston and the piston rod where it fitted into the cylinder. The usual method was hemp packing but
1424-472: A pair of changeable gears so that it traveled in proportion to the turning of the work. This allowed screw threads to be precisely cut. Changing the gears gave various pitches. The ability of the slide-rest lathe to produce precision parts revolutionised the production of machine components. He standardized the screw threads used in his workshop and produced sets of taps and dies that would make nuts and bolts consistently to those standards, so that any bolt of
1513-522: A private observatory there, but died before he was able to accomplish his plan. In January 1831 he caught a chill while crossing the English Channel after visiting a friend in France. He was ill for four weeks and died on 14 February 1831. He was buried in the churchyard of St Mary Magdalen Woolwich ; he designed the memorial located in its Lady Chapel. Maudslay laid an important foundation for
1602-407: A promising young Admiralty draughtsman, Joshua Field , who proved to be so talented that Maudslay took him into partnership. The company later became Maudslay, Sons and Field when Maudslay's sons became partners. Following earlier work by Samuel Bentham , his first major commission was to build a series of 42 woodworking machines to produce wooden rigging blocks (each ship required thousands) for
1691-474: A prototype lightweight "Jeep" type vehicle. With peace, the pre-war Eight and Twelve fitted with 1776cc engine sold as 14 hp cars were quickly back in production using tools carefully stored since 1939. Of greater significance was the 1945 purchase, arranged by Sir John Black for £75,000, of the Triumph Motor Company . Triumph had gone into receivership in 1939, and was now reformed as
1780-399: A serious motorcar accident. He was advised (after consultations with his wife and close friends) to relinquish his offices of chairman and managing director and his membership of the board of directors. His deputy and long-time personal assistant, Alick Dick 1916–1986, took his position as managing director. Air Marshal Lord Tedder was appointed chairman, Tedder would hold that position until
1869-550: A tractor and three sports cars The Standard-Triumph company was eventually bought in 1960 by Leyland Motors which paid £20 million and the last Standard, an Ensign Deluxe, was produced in the UK in May 1963, when the final Vanguard models were replaced by the Triumph 2000 model. Triumph continued when Leyland became British Leyland Motor Corporation (later BL) in 1968. The Standard brand
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#17327727953741958-519: A wholly owned subsidiary of Standard, named Triumph Motor Company (1945) Limited. The Triumph factory was near the city centre and had been completely destroyed in the blitz. A lucrative deal was also arranged to build the small Ferguson Company tractor. This arrangement was considered primarily by Black as a means to securing increased profits to fund new car development. In December 1945 Standard Motor Company Limited announced that an arrangement had been made to manufacture Harry Ferguson 's tractors and
2047-592: The Air Ministry 's shadow factory at Banner Lane Coventry run by Standard during the war would be used for the project. These tractors would be for the Eastern hemisphere, Ferguson tractors built by Ford in America for the Western hemisphere. Production was expected to start in 1946. Implements would be sourced separately by Ferguson who would also merchandise the tractors and the implements. A one-model policy for
2136-705: The British Leyland Motor Corporation , and the van was taken out of production in order to avoid direct competition with a range of vans such as the Morris JU 250 , now produced by the same company. After production of the van in the United Kingdom had ended, the tooling and panel presses were exported to southern India where the van re-emerged, to be produced, between 1970 and 1980 by Standard Motors of Chennai . Standard Motor Company The Standard Motor Company Limited
2225-606: The Ford Thames 400E , Commer FC and the market leading Bedford CA . For some export markets, notably Canada and the U.S. the Standard Atlas was badged as a Triumph, reflecting the value of the brand recognition achieved for the Triumph by their sedans and sports models. Light vans in Britain were at this time frequently identified by their maximum permissible gross payload, and the Atlas was often advertised simply as
2314-659: The Industrial Revolution with his machine tool technology. His most influential invention was the screw-cutting lathe . The machine, which created uniformity in screws and allowed for the application of interchangeable parts (a prerequisite for mass production ), was a revolutionary development necessary for the Industrial Revolution. Many outstanding engineers trained in his workshop, including Richard Roberts , David Napier , Joseph Clement , Sir Joseph Whitworth , James Nasmyth (inventor of
2403-586: The Leyland Motors takeover at the end of 1960. Alick Dick resigned in August 1961 when the board was reorganised by Leyland in view of the substantial losses Standard was accumulating. The company started considering partners to enable continued expansion and negotiations were begun with Chrysler , Massey-Harris-Ferguson, Rootes Group , Rover and Renault but these were inconclusive. The Vanguard's engine , later slightly enlarged, powered two saloons,
2492-528: The Royal Arsenal , Woolwich (then in Kent ), where he remained until 1776 and died in 1780. The family lived in an alley that no longer exists, off Beresford Square , between Powis Street and Beresford Street. Maudslay began work at the age of 12 as a " powder monkey", one of the boys employed in filling cartridges at the Arsenal. After two years, he was transferred to a carpenter's shop followed by
2581-623: The Standard Atlas panel van and pick-up was first marketed, a cab-over-engine design. It initially used the 948 cc engine from the Standard 10, making the resulting vehicle woefully underpowered, even with its 6.66:1 final drive ratio. In 1961, the Atlas Major was introduced, and sold alongside the original 948 cc Atlas. This variant was powered by the Standard 1670 cc wet-liner engine, as used with different capacities in
2670-608: The Thames Tunnel , intended to link Rotherhithe with Wapping . After many difficulties this first tunnel under the Thames was completed in 1842. The tunnel would not have been possible without the innovative tunneling shield designed by Marc Brunel and built by Maudslay Sons & Field at their Lambeth works. Maudslay also supplied the steam-driven pumps that were important for keeping the tunnel workings dry. In 1791 he married Bramah's housemaid, Sarah Tindel, together they had
2759-404: The steam hammer ), Joshua Field . Maudslay played his part in the development of mechanical engineering when it was in its infancy, but he was especially pioneering in the development of machine tools to be used in engineering workshops across the world. Maudslay's company was one of the most important British engineering manufactories of the nineteenth century, finally closing in 1904. Many of
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2848-492: The 1911 Delhi Durbar . In 1912 Friswell sold his interest in Standard to C. J. Band and Siegfried Bettmann , the founder of the Triumph Motor Cycle Company (which became the Triumph Motor Company ). During the same year the first commercial vehicle was produced, and the 4-cylinder model "S" was introduced at £195, the first to be put into large-scale production. 1,600 were produced before the outbreak of
2937-404: The 1920s all the models were named after towns, not only near the factory such as Canley and Kenilworth but also further afield – Teignmouth , Falmouth and Exmouth . By the late 1920s profits had decreased dramatically due to great reinvestment, a failed export contract and bad sales of the larger cars. In 1927 the inadvisability of matching the larger more elaborate trend became apparent and
3026-524: The 9 hp Fulham with fabric body was introduced at £185. Production was concentrated mainly on one basic chassis with a 9 hp engine. The importance of standardisation was now appreciated and only one alternative was offered. In 1929 John Black , a joint managing director of Hillman , took up an appointment at Standard as joint managing director. Black encouraged the supply of chassis to external coachbuilders such as Avon and Swallow Coachbuilding and Jensen . The coachbuilding company of Avon during
3115-451: The Atlas 10 cwt or the Atlas 12 cwt, reflecting allowable load weights (including a driver) of 510 or 610 kg. In addition to the panel van, a pick up truck version was offered. Both hinged doors and sliding doors were offered as was a middle side door. There was also a small flatbed truck version which had rear hinged doors. Like its competitors, the Atlas shared its engine with a passenger car from its manufacturer's range. In this case
3204-537: The Canley site. Extensive re-organisation occurred including a continuous track being laid down in the paint shop on which the cars were completely painted. Through the 1930s, fortunes improved with new models, the Standard Nine and Standard Ten addressed the low to mid range market. At the 1935 Motor Show the new range of Flying Standards was announced with (semi) streamlined bodies. The Flying Standards came to
3293-581: The First World War, 50 of them in the final week of car production. These cars were sold with a three-year guarantee. In 1914 Standard became a public company. During the First World War the company produced more than 1,000 aircraft, including the Royal Aircraft Factory B.E.12 , Royal Aircraft Factory R.E.8 , Sopwith Pup and Bristol F.2-B in a new works at Canley that opened on 1 July 1916. Canley would subsequently become
3382-557: The Flying Sixteen and Flying Twenty had six-cylinder engines. At the top of the range was the Standard Flying V-Eight, with a 20 RAC hp side-valve 90 degree V8 engine and a top speed of more than 80 mph (130 km/h). 250 Flying V-Eights were made from 1936 to 1937; they were offered for sale from 1936 to 1938 with the initial price of £349 lowered to £325 in the last year to clear inventory. In 1938
3471-569: The Gazel was built in small numbers – it has been suggested that it did so to keep its manufacturer's licence – until 1977. With the company concentrating solely on producing commercial vehicles based on the Leyland 20 model, badged as "Standard 20", production of Standard cars ceased until the Standard 2000, a rebadged Rover SD1 , was introduced in 1985. The car was higher and had a slightly modified old 1991 cc Standard Vanguard engine, as
3560-556: The Navy under Sir Marc Isambard Brunel . The machines were installed in the purpose-built Portsmouth Block Mills , which still survive, including some of the original machinery. The machines were capable of making 130,000 ships' blocks a year, needing only ten unskilled men to operate them compared with the 110 skilled workers needed before their installation. This was the first well-known example of specialized machinery used for machining in an assembly-line type factory. Maudslay invented
3649-630: The Pennant, was the Gold Star engine, tuned for greater power and torque than the standard 948 cc unit. Another tuning set, featuring a different camshaft and twin carburettors, was available from dealers. As well as an overdrive for the gearbox, an option for the Eight, Ten and Pennant was the Standrive, a semi-manual transmission that automatically operated the clutch during gearchanges. During
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3738-655: The Phase II engine was one Solex carburettor, with 85 mm by 93 mm pistons. Standard Motors at the time supplied many of these engines to Ferguson Tractor distributed in the United States. The Ten was followed in its turn in 1957 by the Standard Pennant featuring very prominent tail fins, but otherwise little altered structurally from the 1953 Standard Eight. An option for the Ten, and standard fitment to
3827-548: The Second World War, but now mainly fitted with utility bodies ("Tillys") . However, the most famous war-time product was the de Havilland Mosquito aircraft, mainly the FB VI version, of which more than 1100 were made. 750 Airspeed Oxfords were also made as well as 20,000 Bristol Mercury VIII engines, and 3,000 Bristol Beaufighter fuselages. Other wartime products included 4000 Beaverette light armoured cars and
3916-467: The Standard 2,138 cc (130.5 cu in) petrol engine that also powered the Triumph TR4 . It was also possible to order the 15/20 cwt vans with a diesel engine. The unit in question was a 2,260 cc (138 cu in) 60 hp (45 kW) Leyland OE.138 unit of Massey Ferguson origins; this was also installed in tractors and industrial machinery. Freeman Sanders had developed
4005-441: The Standard 20. Later that year, the Standard name was dropped by Leyland , and these models were rebranded hastily as the Leyland 15 and 20. By 1968 when production ended in the UK, all variants were powered by the 2138 cc engine and badged as Leyland 20s. These vehicles were badged as Triumphs for export to Canada, and possibly other overseas markets. The van's tooling was also exported to India after UK production ceased, where
4094-502: The Standard Motor Company , Veloce, ISBN 978-1-845843-43-4 ) Henry Maudslay Henry Maudslay ( pronunciation and spelling ) (22 August 1771 – 14 February 1831) was an English machine tool innovator, tool and die maker , and inventor . He is considered a founding father of machine tool technology. His inventions were an important foundation for the Industrial Revolution . Maudslay's invention of
4183-426: The Standard marque (alongside a range of new Triumphs) was adopted in 1948 with the introduction of the 2-litre Standard Vanguard , which was styled on American lines by Walter Belgrove, and replaced all the carry-over pre-war models. This aptly named model was the first true post-war design from any major British manufacturer. The beetle-back Vanguard Phase 1 was replaced in 1953 by the notch-back Phase 2 and in 1955 by
4272-621: The Vanguard cars, and the Ferguson tractor. The same engine was also used in Triumph TR2, TR3 and TR4 sports cars. To use this larger engine, a substantial redesign of the cab interior and forward chassis was necessary. The vehicles were of a high standard but not priced competitively, which resulted in relatively few sales. In 1963 the Atlas Major became the Standard 15, with a new long-wheelbase variant, with 2138 cc engine, which became
4361-472: The all-new Phase 3, which resulted in variants such as the Sportsman, Ensign, Vanguard Vignale and Vanguard Six. The one-model policy lasted until 1953, when a new Standard Eight small car was added. This was introduced at £481. 7. 6. the cheapest four-door saloon on the market, yet it boasted independent front suspension, hydraulic brakes and an economical O.H.V. engine. At the same time in another part of
4450-403: The appropriate size would fit any nut of the same size. This was a major advance in workshop technology. Maudslay did not invent the slide-rest (as others such as James Nasmyth have claimed), and may not have been the first to combine a lead screw , slide-rest , and set of change gears all on one lathe ( Jesse Ramsden may have done that in 1775; evidence is scant), but he did introduce
4539-532: The brand by BMW, the car was finally launched as the Rover CityRover . The Standard name had disappeared from Britain during the 1960s but continued for two more decades in India, where Standard Motor Products of India Ltd manufactured the Triumph Herald badged as the 'Standard Herald' and with the basic 948 cc engine during the 1960s, with increasingly local content and design changes over
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#17327727953744628-581: The building were three 1300 ft assembly lines equipped to be one of the most modern car assembly plants in the world. This turned out to be the company's last investment on such a scale at Canley: investment decisions after the merger with Rover would favour the newer plant at Solihull . Overseas manufacturing plants were opened in Australia, France, India and South Africa. Overseas assembly plants were opened in Canada, Ireland and New Zealand. During
4717-478: The company could not procure the licence to use the original Rover engine on this car. Being expensive and outdated it was not successful, apart from the reasons that it had competition from cars with Japanese and other newer, fuel-efficient technology in India. It ceased production in 1988, with the factory in Perungalathur near Chennai also closing its operations at the same time, around the same time that
4806-627: The cylinder. This reduced height in the cramped engine rooms of steamers. His first marine engine was built in 1815, of 17 h.p., and fitted to a Thames steamer named the Richmond . In 1823 a Maudslay engine powered the Lightning , the first steam-powered vessel to be commissioned by the Royal Navy . In 1829 a side-lever engine of 400 h.p. completed for HMS Dee was the largest marine engine existing at that time. The marine engine business
4895-569: The diesel engine and it was manufactured by Standard Motors. After the Standard Company was merged into Leyland Motors in 1961, the Atlas vans' badging was changed to Leyland 15 and Leyland 20 in 1962. In 1963 Standard was acquired by Leyland Motors Limited and for 1964, the van was renamed Leyland 15 / Leyland 20 (according to capacity). In 1968, Leyland merged with the British Motor Corporation to form
4984-430: The early 1930s commenced producing cars with a distinctly sporty appearance, using as a foundation, a complete chassis from the Standard Motor Company. These chassis were ordinary production units, used because of their sound engineering design and good performance. Known as Avon Standard Specials they catered for a select market too small for Standard themselves. Swallow decided to produce a car under their own name using
5073-537: The engine in question was firstly the 948 cc (57.9 cu in) petrol engine from the Standard Ten , which was installed under a cowling between the driver and passenger, and delivered power to the rear wheels, although certain parts came from the Standard Vanguard Utility . In this form the van was very slow. That was addressed in 1961 when it became possible to specify the van with
5162-423: The engines were not merely "square" but had 6" diameter pistons with a 3" stroke. As well as supplying complete chassis, the company found a good market selling engines for fitting to other cars, especially where the owner wanted more power. Although Alex Craig, a Scottish engineer, was engaged to do much of the detail work, Maudslay himself was sufficiently confident to undertake much of the preliminary layout. One of
5251-456: The entire factory output. He joined Standard and later was managing director for many years. In late 1906 production was transferred to larger premises and output was concentrated on 6-cylinder models. The 16/20 h.p. tourer with side-entrance body was priced at £450. An indication of how much this was can be gained from the fact that a draughtsman earned £3 a week. In 1907 Friswell became company chairman. He worked hard to raise its profile, and
5340-678: The finishing touches and test are given to the All British 'Standard' Light cars which issue there to almost every quarter in the world". It was about this time during the early 1920s that the slogan "Count them on the road" appeared on every advertisement. By 1924 the company had a share of the market comparable to Austin Motor Company , making more than 10,000 cars in 1924. As the immediate post-war boom faded, many rival marques were discontinued. Cars became steadily larger and more elaborate as manufacturers sought to maintain sales. During
5429-407: The first bench micrometer capable of measuring to one ten-thousandth of an inch (0.0001 in ≈ 3 μm ). He called it the "Lord Chancellor", as it was used to settle any questions regarding accuracy of workmanship. Maudslay's Lambeth works began to specialize in the production of marine steam engines . The type of engine he used for ships was a side-lever design, in which a beam was mounted alongside
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#17327727953745518-604: The first time. This allowed the concept of interchangeable parts (an idea that was already taking hold) to be practically applied to nuts and bolts . When Maudslay began working for Bramah, the typical lathe was worked by a treadle and the workman held the cutting tool against the work. This did not allow for precision, especially in cutting iron, so screw threads were usually made by chipping and filing (that is, with skilled freehand use of chisels and files ). Nuts were rare; metal screws, when made at all, were usually for use in wood. Metal bolts passing through wood framing to
5607-471: The last examples of the SD1 left British showrooms (production had finished in 1986 but stocks lasted for around two more years). After feeble efforts over successive years to revive the company, the premises were auctioned off in 2006 and Britain's Rimmer Bros. bought up the entire unused stock of SD1 parts. This also signalled the end of the Standard marque. (Sources—Standard Motor Club and Graham Robson Book of
5696-527: The main centre of operations. Other war materials produced included shells, mobile workshops for the Royal Engineers, and trench mortars. Civilian car production was restarted in 1919 with models based on pre-war designs, for example the 9.5 model "S" was re-introduced as the model SLS although this was soon superseded by an 8 h.p. model. In the early 1920s saloon bodies were first offered; previously all cars had been tourers. The bodies had, since
5785-524: The market in 1936 with their distinctive streamlined sloping rears virtually replacing the existing range of Nine, Twelve, Sixteen, and Twenty. The Flying Standards were so-called because of the major radiator shell change to a waterfall grille topped by the Union Jack badge apparently streaming backwards in contrast to its previous forward-facing position. The Flying Nine, Flying Ten, Flying Twelve, and Flying Fourteen had four-cylinder engines, while
5874-475: The move to Bishopsgate Green, been made in Coventry by the company itself, but it was not until 1922 that they were mass-produced, using a wooden track along which they were pushed by hand. The company was justifiably proud of the modern factory at Canley, boasting in its advertisements "It is a beautifully lighted and well-aired factory standing on the edge of a breezy common away from the city din and smoke, that
5963-613: The name The Standard Motor Company Limited and took over the manufacture of the group's products. The Standard name was last used in Britain in 1963, and in India in 1988. Maudslay, great-grandson of the eminent engineer Henry Maudslay , had trained under Sir John Wolfe-Barry as a civil engineer. In 1902 he joined his cousin Cyril Charles Maudslay at his Maudslay Motor Company to make marine internal combustion engines. The marine engines did not sell very well, and still in 1902 they made their first engine intended for
6052-484: The pressures were too high for this to work. Maudslay came up with the idea of a leather cup washer, which gave a perfect seal but offered no resistance to movement when the pressure was released. The new hydraulic press worked perfectly thereafter. But Maudslay, who had made a major contribution to its success, received little credit for it. Maudslay developed the first industrially practical screw-cutting lathe in 1800, allowing standardisation of screw thread sizes for
6141-469: The radiator emblem until after the Second World War. By 1911 the range of vehicles was comprehensive, with the 8-horsepower model being produced in quantity whilst a special order for two 70 hp cars was at the same time executed for a Scottish millionaire. Friswell's influence culminated in supplying seventy 4-cylinder 16 hp cars for King George V and his entourage, including the Viceroy of India, at
6230-407: The rear wheels. By the end of 1903 three cars had been built and the labour force had been increased to twenty five. The increased labour force produced a car every three weeks during 1904. The single-cylinder model was soon replaced by a two-cylinder model quickly followed by three- and four-cylinder versions and in 1905 the first six. Even the first cars boasted shaft drive as opposed to chains, and
6319-554: The recommendation of one of his employees. Bramah was surprised that he was only eighteen, but Maudslay demonstrated his ability and started work at Bramah's workshop in Denmark Street , St Giles.Keith Reginald Gilbert Bramah designed and patented an improved type of lock based on the tumbler principle, but had difficulty manufacturing at an economic price. Maudslay built the lock that was displayed in Bramah's shop window with
6408-408: The resultant vehicle continued in production until the 1980s. By the later 1950s the small Standards were losing out in the UK market to more modern competitor designs, and the Triumph name was believed to be more marketable; hence the 1959 replacement for the Eight, Ten and Pennant was badged as the Triumph Herald ; with substantial mechanical components carried over from the small Standards. Despite
6497-505: The resulting increase in demand necessitated the acquisition of a large single-storey building in Cash's Lane, Coventry. Even this was inadequate after the publicity gained when a fleet of 20 cars, 16/20 tourers, were supplied for the use of Commonwealth editors attending the 1909 Imperial Press Conference in London. In 1909 the company first made use of the famous Union Flag Badge, a feature of
6586-712: The same building Standards were producing a very different engine, the Rolls-Royce Avon jet aero engine of which 415 were made between 1951 and 1955. In 1954 the Eight was supplemented by the slightly more powerful Standard Ten which featured a wider chrome grille. The Phase II Vanguard was powered, like the Phase I, by a 2088 cc 4-cylinder "wet sleeve" engine , now with a modestly increased compression ratio, and producing 68 hp. This engine could be modified by using an additional intake system and two single-barrel Solex carburettors, producing 90 hp. Typically,
6675-493: The same year that the '8' was introduced, another car was displayed at the London Motor Show. This was the Triumph 20TS , a sports two-seater with a modified Standard '8' chassis and a Vanguard engine. The 20TS's lack of luggage space and unsatisfactory performance and handling resulted in production being delayed until the next year when the chassis and drivetrain were developed and the body was restyled to incorporate
6764-467: The separate chassis and independent rear suspension, the differential, hubs, brakes, engine and gearbox were all common to the last Standard Pennants. In order to build the Herald the company invested £ 2 + 1 ⁄ 2 million in a new assembly hall extension at the Canley plant which Standard had acquired in 1916. The builders of the three-storey building excavated 250,000 tons of soil and rock. Inside
6853-535: The several derivations of the name "Standard" is said to have emanated from a discussion between Maudslay and Craig during which the latter proposed several changes to a design on the grounds of cost, which Maudslay rejected, saying that he was determined to maintain the best possible "standard". In 1905 Maudslay himself drove the first Standard car to compete in a race. This was the RAC Tourist Trophy in which he finished 11th out of 42 starters, having had
6942-530: The smallest remained a standard Standard design. It was not until 1930, after the replacement of artillery wheels by spoke wheels that the distinctive radiator shape first used on the 6-cylinder models in 1906 was finally abandoned. In 1930, before the worst of the Depression, the Big Nine was introduced which together with the 6-cylinder Ensign and Envoy constituted the complete range. Here standardisation
7031-499: The three-part combination of lead screw, slide rest, and change gears, sparking a great advance in machine tools and in the engineering use of screw threads. Maudslay's original screw-cutting lathe is at the Science Museum in London. Maudslay had shown himself to be so talented that after one year the nineteen-year-old was made manager of Bramah's workshop. In 1797, after having worked for Bramah for eight years, Maudslay
7120-497: The tools made by Maudslay are in the collection of the Science Museum, London . In Maudslay's surname, as in other British names with terminal unstressed syllable -ay such as Lindsay or Barclay , the terminal syllable is pronounced as / i / or a reduction thereof; it therefore sounds the same as "Maudsley" / ˈ m ɔː d z l i / . Many books have spelled his surname with an "e" as "Maudsley"; but this seems to be an error propagated via citation of earlier books containing
7209-492: The year ended 31 August 1954 Standard made and sold 73,000 cars and 61,500 tractors and much more than half of those were exported. Since the war Standard had made and sold some 418,000 cars and 410,000 tractors and again much more than half were exported. Appointed to Standard's then ailing business in 1929, director and general manager since 1930 and appointed managing director in 1934 energetic Sir John Black resigned as chairman and managing director of Standard that year following
7298-608: The years, eventually producing additional four-door and five-door estate models exclusively for the Indian market by the late 1960s. After 1970, Standard Motor Products split with British Leyland, and introduced a bodily restyled four-door saloon based on the Herald known as the Standard Gazel in 1972, using the same 948 cc engine but with a live rear axle, as the Herald's swing-axle was not liked much by Indian buyers and mechanics alike. Allegedly India's first indigenous car,
7387-512: Was a motor vehicle manufacturer, founded in Coventry , England, in 1903 by Reginald Walter Maudslay . For many years, it manufactured Ferguson TE20 tractors powered by its Vanguard engine. All Standard's tractor assets were sold to Massey Ferguson in 1959. Standard purchased Triumph in 1945 and in 1959 officially changed its name to Standard-Triumph International and began to put the Triumph brand name on all its products. A new subsidiary took
7476-480: Was developed by Henry's third son, Joseph Maudslay (1801 - 1861). He had trained in shipbuilding at Northfleet and, with Joshua Field , became a partner in his father's firm, trading as Maudslay, Sons and Field of North Lambeth. In 1838, after Henry's death, the Lambeth works supplied a 750 h.p. engine for Isambard Kingdom Brunel 's SS Great Western , the first purpose-built transatlantic steamship. They patented
7565-614: Was ended on 17 August 1970 when a sudden announcement said that henceforth the company was to be known as the Triumph Motor Company. The Standard name has been unused in Europe since then and the Triumph or Rover Triumph BL subsidiary used the former Standard engineering and production facilities at Canley in Coventry until the plant was closed in 1980. BMW acquired the Standard and Triumph brands following its purchase of BL's successor Rover Group in 1994. When most of Rover
7654-467: Was incorporated on 2 March 1903 and he established his business in a small factory in a two-storey building in Much Park Street, Coventry . Having undertaken the examination of several proprietary engines to familiarise himself with internal combustion engine design he employed seven people to assemble the first car, powered by a single-cylinder engine with three-speed gearbox and shaft drive to
7743-619: Was refused a wage increase to 30s a week so he decided to set up his own business. In 1798 he obtained a small shop and smithy in Wells Street, off Oxford Street. In 1800 he moved to larger premises in Margaret Street, Cavendish Square. By 1810, Maudslay was employing 80 workers and running out of room at his workshop, hence moved to larger premises in Westminster Bridge Road, Lambeth. Maudslay also recruited
7832-522: Was sold in 2000, BMW kept the Standard brand along with Triumph, Mini and Riley . The management of British Motor Heritage , gained the rights to the Standard Brand upon their management purchase of this company from BMW in 2001. There was talk of a possible revival of the Standard name by MG Rover for its importation of the Tata Indica . However, for reasons relating to the ownership of
7921-619: Was taken a step further with the bodies on 9 hp four-cylinder and 15 hp six-cylinder being almost indistinguishable except for bonnet length. The Big Nine was soon followed by the Big Twelve and sales for the second six months of 1931 exceeded those of the whole of the previous year. In 1932 there was a Royal visit to the Canley works by the Duke of Gloucester who came to open the Canley Pavilion outside which he took delivery of
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