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armstrongultima beveled tegular 9/16

The American Underslung make achieved its fame from the underslung models, so-called because the frame was slung below the axles, which gave a low appearance and centre of gravity, but did not sacrifice good ground clearance. In fact this underslung design was not introduced until 1907, earlier cars having conventional chassis and 35/40hp engines. 1908 American Underslung models used 40hp and 50hp 4-cylinder T-head Teetor-Hartley engines. The most rakish models were the American Underslung roadsters, originally only a two-seater, but supplemented in 1909 by a long-wheelbase four-seater. For 1912 a smaller American Underslung car, the 22hp L-head American Scout was introduced, and the 60hp 6-cylinder American Underslung Model 644 came in 1913.

Armstrong siddeley Special 17Hp 2300cc 4 speed Preselect Gearbox This is my one of one Special, designed and created by myself all metal solid old bea..

ArmstrongULTIMA 1911

Armstrong1911

The Armstrong-Siddeley firm came into being through the fusion of Armstrong-Whitworth’s carmaking activities with Siddeley-Deasy of Coventry. Apart from the abortive Stoneleigh light car of 1922, their products were always solidly-built family vehicles emphasizing good workmanship, comfort and ease of driving rather than high high performance. Up to 1939 the Armstrong-Siddeley cars for sale were readily identifiable by their massive V-radiators (except on certain smaller and cheaper versions), multi-stud disc wheels (though wire was also used in the 1930s) and Sphinx mascots. The first Armstrong-Siddeley design was a 5-litre ohv bi-block six of 30hp. This was joined by a smaller but equally massive 2.3-litre ‘Armstrong-Siddeley 18’ in 1922, and by a 2-litre 4-cylinder ‘Armstrong-Siddeley 14’ – also ohv, but with the first of the flat radiators – late in 1923; this was quite cheap at £360. Front-wheel brakes were available on the 6-cylinder Armstrong-Siddeley cars in 1924, and these also had Monobloc engines by 1926. In 1928 a sv 1.9-litre 15hp six was introduced, followed by an even smaller one of 12hp and 1236cc in1929. Also in 1929 the Wilson preselector gearbox (already tried by Vauxhall) made its debut, first as an optional extra adding £35-£50 to the price, but as standard equipment on all types from 1933 on. The 1930 range consisted of the ‘Armstrong-Siddeley 12’, the ‘Armstrong-Siddeley 15’, a 2.9-litre ‘Armstrong-Siddeley 20’ in owner- and chauffeur-driven versions from £485, an the big ‘Armstrong-Siddeley 30’, now listed with formal coachwork only at £1450. Armstrong Siddeley production was always on a modest scale, running at about 1.000 a year; one of the best seasons was 1932, at the height of the Depression. An interesting departure for 1933 was the sporting 5-litre Siddeley Special with hiduminium alloy engine. This 90mph machine was catalogued from £950 upward, and some 140 Armstrong-Siddeley cars were sold over the next four seasons, while in 1934 there was a handsome Armstrong-Siddeley sports coupé on the latter (1.4-litre) 12hp chassis for ‘daughters of gentlemen’. After the ‘Armstrong-Siddeley 12’ was dropped at the end of 1936, all Armstrong Siddeleys were ohv sixes and in 1939 these came in 1.7-litre, 2-litre, 2.4-litre, 2.9-litre and 3.7-litre sizes, generally with formal saloon or limousine bodywork. Despite the ‘unsporting’ character of the Armstrong-Siddeley cars, he company’s preselector boxes found many applications on competition machines, noted users being E.R.A., H.W.M. and Connaught. The last Burney Streamlines of 1932-33 used the 20hp Armstrong Siddeley engine.   Armstrong Siddeley were among the first makers to announce a programme after World War 2. These Armstrong-Siddeley cars used the pre-war 16hp 2-litre (enlarged to 2.3 litres in 1949) engine in a new independent front suspension chassis with advanced and attractive styling. For the first time in many years a sliding-type gearbox (with synchromesh) was available as an alternative to the Wilson. The various models were named after famous aircraft produced during the war by the parent Hawker Siddeley Group: Armstrong-Siddeley Hurricane, Armstrong-Siddeley Lancaster, Armstrong-Siddeley Typhoon and, from 1949-1950, the Armstrong-Siddeley Whitley. In 1953 the firm went over to a square 3.4-litre engine with hemispherical head, the result being the Armstrong-Siddeley Sapphire with a choice of synchromesh or electrically-selected preselector. A twin-carburetor 100mph version followed in 1954, automatic transmission was optional on the 1955 Armstrong-Siddeley models for sale and power-assisted steering in 1956 when the range was extended by a brace of smaller Armstrong-Siddeley models. These were the ‘Armstrong-Siddeley 234’ for sale with a 4-cylinder 2.3-litre engine based on the Armstrong-Siddeley Sapphire, and the ‘Armstrong-Siddeley 236’ for sale using the old long-stroke six of similar capacity. Neither sold (or looked) well and they lasted only a couple of seasons. Last of all came the 4-litre Armstrong-Siddeley  Star Sapphire, made only with automatic gearbox, though like the latter 3.4-litre cars, it was offered as a limousine as well as a saloon. In the meantime, Hawker Siddeley had amalgamated with another aircraft group, Bristol. The Bristol cars were taken over by an independent company, but Armstrong Siddeley were less fortunate and the last Armstrong-Siddeley Sapphire left the works in the summer of 1960.

Armstrong1915

Crane Simplex, Model 5 #2246 was originally purchased in 1916 by Frank Coykendall, a very wealthy industrialist and resident of Kingston, N.Y.

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LAGONDA HIGH CHASSIS TOURER, Very exciting project that needs finishing  ,All the really hard work has been done .  Mechanically restored.

1933 Le MansOriginally bodied as a Standard, chassis No. L2/222 and re-bodied in 1960's with original Le Mans body from chassis No. 13 310L...