41-489: Sunbeam-Talbot Limited was a British motor manufacturing business. It built upmarket sports-saloon versions under the parenthood of Rootes Group cars from 1938 to 1954. Its predecessor Clément-Talbot Limited had made Talbot automobiles from 1902 to 1935. Clément-Talbot was bought by Rootes brothers in January 1935 and re-organised to make Rootes Group cars also branded Talbot . In 1938 after some years of consideration
82-513: A 3 Litre car with a 4086 cc sidevalve six and alloy head engine of the Humber Super Snipe . It was also supplied as a touring limousine. These models continued to be listed after the war until 1948. However, materials were short at that time and it has been reported that "all the [3 and 4 Litre] engines were needed for the big Humbers ", so that Sunbeam Talbot production was in reality virtually or entirely restricted, post-1945, to
123-583: A Rootes administration and service centre. The first two models were the handsome Sunbeam–Talbot 10 previously the Talbot Ten and the 3 Litre. They were modified Hillman-Talbots or Humber-Talbots radiatored and badged as Sunbeam-Talbots for the October 1938 Motor Show. The new 3 Litre car was a combination of then current 3 Litre Hillman Hawk later re-badged Humber Snipe in a better finished Hillman/Humber body with distinctive rear side-windows. The Ten
164-513: A Rootes administration and service centre. Until acquired by Rootes in 1935 this North Kensington business had manufactured " thoroughbred " high quality Talbot cars and limousines. When it began in 1902 the company's name was Clément-Talbot Limited and it kept that name until 1938 when it was changed to Sunbeam-Talbot. Initially an independent public listed company on the London Stock Exchange Clément-Talbot
205-580: A Rootes service centre. (In 1987 the outside of the old London administration block in Barlby Road, W10, was transformed into the set for the Thames Television programme, The Bill , which was filmed there between 1987 and 1990.) New Sunbeam-Talbot 80 and 90 designs were introduced during the summer of 1948 and built at the new Ryton plant. Both had the same new streamlined design with flowing front wings into which were integrated headlamps in
246-634: A manner reminiscent of the front of a fighter plane, a shape that would have been all too familiar to potential buyers at the time. The designer, Ted White, acknowledged a prewar Packard had been his inspiration. The 80 was again fitted with an overhead valve version of the old 10 and Minx engine. The 90 had a modified version of the Humber Hawk ohv 4-cylinder 2-litre engine. Both were available with saloon bodywork from British Light Steel Pressings or drophead coupe bodywork by Thrupp & Maberly . The small-engined postwar austerity model Sunbeam-Talbot 80
287-500: A modified Hillman Aero Minx for the October 1935 Motor Show and it was branded Talbot Ten. Although the intention had been to continue the Sunbeam name on a large and expensive car almost four years after Rootes bought Sunbeam it was announced Sunbeam Motors and Clément-Talbot were now combined under Clément-Talbot Limited, since renamed Sunbeam-Talbot Limited, and would continue to produce good quality cars at reasonable prices. Until
328-519: A small car for the utility market. The new utility Talbot would be designed in Paris by Coatalen's freshly assembled team. At first the Kensington factory kept its employees busy converting wartime ambulances to Talbot touring cars. When that ran out they had to revert to their prewar models, which were luxury cars and almost impossible to sell in the new slump of mid-1920 . They were asked to build
369-598: Is a two-seater sports-variant its body specially made by Mulliners of Birmingham from the standard 2¼-litre 4-seater drophead coupé. Very successful in motor rallying in Europe —rallying was then a greater spectator sport than GP racing— its production was from 1953 to 1955. The day before its announcement it was awarded the RAC Dewar Trophy for setting new speed and endurance records on the Jabbeke autoroute and
410-542: The 1955 Monte Carlo Rally . They concentrated mainly on the more popular rallying rather than other competition. Sunbeam Rapier is a Raymond Loewy designed two-door hardtop variant of the Hillman Minx available from October 1955. Later sold as a convertible it displayed the Sunbeam-Talbot signature rear side-window on its first hardtop version. In 1967 it was replaced by a two-door fastback version of
451-523: The Hillman Hunter which stayed in production until 1976. Series I . From 1959 to 1968 a quite different 1½-litre car with the same name and an up-to-date prominently finned Transatlantic shape for its body was made on a modified Hillman Husky chassis. A 4¼ Litre (later 4¾ Litre) Ford V8 powered variant was sold under the name Tiger. The Tiger showed little change in external appearance. Low spec Rapier . Under Chrysler ownership and continuing
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#1732780301276492-712: The Montlhéry circuit. On its first competitive outing, the 1953 Coupe des Alpes , the new car won the Coupe des Dames (Sheila Van Damm) and, without loss of any marks, four Coupes des Alpes driven by Stirling Moss, John Fitch, G Murray-Frame and Sheila Van Damm. Under Rootes Sunbeams and Talbots with the unified name continued competition in some motorsports. The two seater Alpine variants proved to be very effective rally vehicles with notable International successes by drivers Sheila van Damm and Stirling Moss . Cars competed in and won numerous international rallies, most notably
533-605: The Rootes brothers . A provisional agreement with Rootes Securities was reached in January 1935 and from that point Rootes controlled Clément-Talbot. In the summer of 1935 Rootes Securities announced they had bought Sunbeam Motor Cars. Sunbeam designs had not been brought up to date and Wolverhampton's production ended. During 1937 Humber Limited , controlled by Rootes, bought Clément-Talbot Limited and Sunbeam Motors Limited, which continued to build buses, from Rootes Securities Limited. S T D Motors in 1922 had finally dropped Darracq from
574-614: The "utility" class. A made-in-Barlby-Road Talbot, it also turned up from Acton ( W & G Du Cros ) with a different-shaped radiator as a locally assembled Suresnes Darracq. a bored out 8-18 engine, 1074 cc, a differential, a longer and stronger wheelbase and chassis with the back springs properly tied on. 2½ cwt heavier, 280 lb (130 kg) it was slower but seated four. It was a commercial success. an 8-18 with two more cylinders, 1454 cc. Weight and price were both up 75 per cent, power up 50 per cent. Mitigated by "delightful" gearbox, and light and accurate controls. Further mitigated
615-416: The 64 bhp (48 kW; 65 PS) that the, admittedly smaller swept volume, very first 90 achieved. In the 1952 Alpine Rally cars won three Coupes des Alpes, Manufacturers Team Prize, 1st 2nd and third places in the 2 to 3-litre class and a special cup for an outstanding performance. A name had been found for a new model. Production of the first postwar style finally ended in 1957. The first Alpine
656-629: The British Automobile Commercial Syndicate Limited, manager Daniel M. Weigel, from the Earl's premises at 97–98 Long Acre , which included Maison Talbot , importers of Michelin tyres. The earl's flourishing business was the importation, distribution through a large British network and retailing of many brands of European motor cars and associated products. These included: Panhard , Hotchkiss , Mors , and Clément-Gladiator cars. This business brought about
697-534: The Minx based 10 and the 2 Litre. During the war Barlby Road repaired aero engines and built Karrier's Bantam lorries. All Sunbeam-Talbot production was suspended though Rootes continued to build the Hillman Minx and Humber Super Snipe for military use. When production resumed in 1945 only the 10 and 2-litre were continued. The 3 and 4 litre models were never revived. The following year production moved in Spring 1946 from
738-682: The Rootes brothers dropped plans to make large luxury cars branded Sunbeam , added the name Sunbeam to Talbot and put the extra name on both the cars built in Kensal Green and the company building them. After the Second World War Sunbeam-Talbot production was resumed in London then in Spring 1946 it was moved to Rootes' new factory at Ryton-on-Dunsmore , Warwickshire and Clément-Talbot's North Kensington works became
779-536: The Second World War Sunbeam-Talbot cars were made in the Clément-Talbot premises in North Kensington, London with its aging machinery. Those works repaired aero engines during the war and, though production of the prewar models resumed in London, in Spring 1946 Sunbeam-Talbot production was shifted to Rootes' new factory at Ryton-on-Dunsmore , Warwickshire and the North Kensington buildings became
820-538: The close association with businessman Adolphe Clément , and in April 1902 the Earl became the agent for Clement cars. By 1903 his car imports from France exceeded £2,000,000. The Earl closed this business in 1909, when its only advertised brand was Spyker , because it seemed foolish to compete with his own Talbot dealers. In 1903 Clément-Talbot was formally incorporated "to carry on business as manufacturers of and dealers in horseless carriages and motor-cars, air-ships and
861-571: The company that became S.T.D. Motors . It kept its separate identity making cars designed specially for it or by its employees until 1934. After S.T.D.s financial collapse it was bought by the Rootes brothers . When Rootes acquired Clement-Talbot's parent company Darracq & Co. in 1935, it kept the Talbot name as a brand, then establishing Sunbeam-Talbot Limited in 1938. The first Talbots, re-badged Clément-Bayards built in France, were sold by
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#1732780301276902-661: The component parts thereof". 5 acres (20,000 m ) later lifted to 28 acres (110,000 m ) of land were purchased for a new factory in Ladbroke Grove , North Kensington , alongside the Great Western Railway line and between Wormwood Scrubs and the Kensal Green Cemetery . ( 51°31′23″N 0°13′12″W / 51.52318°N 0.22010°W / 51.52318; -0.22010 ( Ladbroke Hall ) ) The housing estate now on
943-485: The end of their production in 1967. The brick workshops were given a saw-tooth roof line, the roof glazed to maximise natural light. It was equipped with the most modern machine tools and the administration building's reception area was laid out like a miniature palace with marble Ionic columns and gilded frescoes and its stained glass windows were etched with the Shrewsbury and Talbot coat of arms. Weigel
984-555: The engines imported from France. The first wholly British designs were made in 1907. However, in 1908 the opportunity was taken to equip new cars with a very successful new Clément-Bayard engine of L-head design with greatly improved performance. Its more compact combustion chamber gave faster ignition and allowed higher compression ratios. Talbots could now match, even beat Vauxhalls and Sunbeams in competition Cars made in France are marked with an asterisk In autumn 1919 A Darracq and Company (1905) agreed terms for their purchase of all
1025-516: The ex-Talbot Barlby Road London plant to the new Ryton plant opened in 1940 for the production of bombers and military vehicles under the UK government's shadow factory scheme. Rootes were relatively quick to reintroduce the 1,944 cc and 1,185 cc Sunbeam-Talbots after the war, though the cars delivered during the first couple of years followed the designs first seen in 1939, readily identifyable by their separate headlamps. The ex-Talbot London plant became
1066-745: The expensive London Talbot designs were dropped from production during 1936, since the new ownership had taken effect they had been steadily incorporating more and more Humber parts, and replaced with much cheaper simpler Rootes Group designs intended for a quite different much larger market. From late 1935, capitalising on the high reputation of the brand name Talbot, the Clément-Talbot North Kensington plant made mid-range upgraded versions of their Hillman and Humber cars for Rootes and branded them Talbot. To begin Talbot's well-known chief engineer and designer Georges Roesch came up with
1107-576: The name of its French subsidiary replacing it with Talbot. But they continued to import the French cars and when they were sold in Britain those cars were badged Darracq-Talbot or Talbot-Darracq or just Darracq. By the time this former Clément-Talbot London business was bought by Rootes the two manufacturers of Talbots no longer had any connection at all and in any case continued to manufacture wholly unrelated vehicles. Although Talbots had been selling well
1148-623: The old Sunbeam-Talbot Ten and Sunbeam Rapier formula a two-door fastback variant of the Hillman Hunter Minx replacement was sold under the Alpine name from 1969 to 1975. Unusually this Sunbeam was a simplified downmarket version of the main Sunbeam Rapier car. The Q-car , Sunbeam Tiger , is a Sunbeam Alpine with a 4¼-litre, later 4¾-litre, Ford V8 engine transplant. Cl%C3%A9ment-Talbot Clément-Talbot Limited
1189-421: The same year. In 1920 London's Darracq added Sunbeam Motor Car Company to its enterprise and renamed itself S.T.D. Motors. Shareholders and subsequent commentators were at loss to explain the commercial advantages given by the combination. Each of the three companies continued to operate independently. S.T.D.'s products were made in respectively, Wolverhampton , London and Paris. Anthony Blight believes Coatalen
1230-534: The shares in Clément-Talbot as of 31 July 1918. Auguste Oddenino, Regent Street restaurateur and businessman was, by then, a major shareholder in Clément-Talbot. Adolphe Clémente-Bayard's Levallois factory did not flourish after the Armistice of 11 November 1918 . He lost interest in motor manufacturing. In 1921 he sold his works at Levallois to André Citroën , while the Earl of Shrewsbury and Talbot died
1271-424: The site has Shrewsbury Street as its main access-way. The works administration building on Barlby Road is palatial. Now a block of offices known as Ladbroke Hall, its interiors as well as the exterior may be inspected today. High above the main entrance is Shrewsbury and Talbot's personal crest, a registered trademark, and used on all London Talbot radiator shells. Sunbeam-Talbot, later Sunbeam, kept it in use until
Sunbeam-Talbot - Misplaced Pages Continue
1312-420: The two new 3-litre straight eight S.T.D. Grand Prix cars and a 1½-litre variant – all to wear a Talbot radiator. a small fast chic "utility" car it sold only to country doctors and professional men. The lively 970 cc engine ran very sweetly. Designed in Paris its lack of a differential burst tyres broke spring mountings and gave drivers humiliating battles at corners. It was also fifty per cent too expensive for
1353-462: Was a British motor vehicle manufacturer with its works in Ladbroke Grove , North Kensington, London, founded in 1903. The new business's capital was arranged by Charles Chetwynd-Talbot (whose family name became the brand-name and whose family crest became the trademark), shareholders included automobile manufacturer, Adolphe Clément , along with Baron Auguste Lucas and Emile Lamberjack, all of France. The shareholders sold it in late 1919 to
1394-399: Was appointed managing director and Charles Riley Garrard works manager of Clément-Talbot. Kensington assembly got under way in 1904 initially using imported components. In December 1904 speaking at their annual trade dinner in the presence of all directors the Earl described Clément-Talbot as "partly-controlled by French interests". At that time production was entirely British made except for
1435-476: Was bought in 1919 by A Darracq and Co . Later, in 1920, Darracq bought control of Wolverhampton's Sunbeam Motor Car Company Limited but kept all identities quite separate. In August 1920 Darracq was renamed S T D Motors Limited to recognise the gathering together of Sunbeam Talbot and Darracq under one ownership. in late 1934 S T D Motors was obliged to sell Wolverhampton's loss-making Sunbeam and North Kensington's then profit-making Talbot and they were bought by
1476-399: Was discontinued in 1950. The 90 continued in production renamed 90 MK II with a new chassis and independent front suspension. The headlamps were raised by three inches to meet American regulations and the front driving lamps were replaced with a pair of small air intake grilles. The 90 MK II also had an enlarged OHV engine with 2267 cc. The MK IIA arrived in 1952, the main update on this model
1517-461: Was drawn back to full-time efforts at S.T.D. by the possibility of racing cars under three brand names and of two nationalities. He had not long retired from his chief engineer post at Sunbeam and was now a design consultant in Paris in his native France. The process of dropping the Darracq name for the Paris products was begun in early 1919 when new cars were badged Talbot-Darracq. In 1920 Darracq
1558-486: Was dropped altogether from Talbot-Darracq. Owen Clegg at Suresnes, Paris, would design new cars to be built in Suresnes and Kensington. Louis Coatalen who had remained a director of S.T.D. joined S.T.D. Motors as chief engineer and blocked Clegg's new designs. Coatalen's principal interest was a new Sunbeam racing car and, of course, a whole new range of products for Wolverhampton and Paris. Kensington would have to build
1599-502: Was introduced in 1939 and was based on the Ten, though it used the 1944 cc sidevalve engine from the Hillman 14 later Humber Hawk . Due to the advent of World War II, these models were rare. They were available in the same bodywork as the Ten. The Sunbeam-Talbot 3 Litre was available as a saloon, sports saloon, sports tourer and drophead coupé. Another new model for 1939 was the 4 Litre,
1640-641: Was launched in August 1938, and was an upgrade from the previous Talbot Ten, itself an upgrade of the Hillman Aero-Minx. Purists described the new car as "a Hillman Minx in a party frock". It had a 1185 cc sidevalve Minx unit engine with an alloy head, and a chassis that had its origins in that used in the Hillman Aero Minx. The Ten was available with four-door saloon, sports tourer bodywork and drophead coupe . The Sunbeam-Talbot 2 Litre
1681-463: Was the removal of the rear wheel spats. After twenty years of potential confusion with the French Talbot that name was dropped in 1954 and the final revision was badged Sunbeam instead. It was given much larger front air intake grilles and three air outlet portholes just below each side at the back of the bonnet. The engine now developed 80 bhp (60 kW; 81 PS), amazing compared to