ARMSTRONG SIDDELEY 16-18 hp MODEL RANGE

This article is by John Peatling of Bridgend. It covers the 16-18hp post-war range in some detail - and few people are likely to be aware that it was Armstrong Siddeley who were the first UK motor manufacturer with a new range after WW2, with these cars.

AHEAD OF THE REST Armstrong Siddeley Motors was the first company in the UK to introduce a new range of cars after the Second World War. An article in "The Motor" magazine on the 9th May 1945, the day following VE day, announced "an entirely new 16 h.p. Armstrong Siddeley car". MODELS AVAILABLE The various models within the range offer the present day enthusiast a practical usable 4/5 seater classic car. They were produced from 1945 until 1954 offering a variety of body options, initially the only model was a two door drop head Hurricane.		Clicking on photographs and underlined links in this article takes you to photographs in the gallery section. Use the back arrow key of your browser to return to this article.
The first two cars produced were delivered to America and formed the basis of a fascinating article in "The Autocar" (March 22 & 29, 1946) in which the cars were driven from New York to Los Angeles. (It is interesting to note that one of the cars, chassis number 160002, is currently undergoing a meticulous restoration in America). In February 1946 a four door saloon, the Lancaster, was introduced, with the body being coachbuilt by Mulliners Ltd. In September 1946 a further variation appeared as the Typhoon Sports Saloon, basically a Hurricane with a fixed hard top.

At the 1949 Earls Court motor show the 4 light Whitley (later to be offered in 6 light configuration) was displayed, it offered more back seat room than the Lancaster and was made in-house. All these cars were named after the very successful aircraft that the Hawker Siddeley group built during the Second World War. In response to the Governments cry "export or die" two pick-ups were eventually included in the range and were aimed specifically at the export market, particularly in Australia. The Utility Coupe was of conventional lay out with a front seat whilst the Station Coupe had an extended cab enabling two more (small!) people to be seated behind. Late in 1950 a limited number of extended chassis' were produced and fitted with Limousine or Landaulet bodies. The following table shows the number of cars produced with each body style:-

Hurricane Lancaster Typhoon Whitley 4 light Whitley 6 light Utility Coupe Station Coupe Tempest Chassis only	2,606 3,597 1,701 2,303 279 717 1,022 6 (The Tempest was a 4 door version of the Typhoon) 114*
Extended chassis:
Limousine Landaulet Drop-head coupe	122 2 1 (by Hooper)
* 6 chassis' were exported to The Pennock company in Holland and fitted with a coach-built body very similar to that of the Hurricane.

A total of almost twelve and a half thousand chassis' fitted with the various bodies mentioned above were produced during the eight or so years of production. Known survivors world wide of all the models number 921 as at January 2004.

THE CHASSIS
Other than the Limousines etc all the models were based on the same chassis which is a strong cruciform lay-out incorporating independent front suspension via longitudinal torsion bars. Additional dampers were added to the front suspension of those cars being exported and eventually became standard fitment on all models. The brakes (except on the Limousines which has a fully hydraulic Lockheed system) are Girling hydro-mechanical. The front leading/trailing self adjusting shoes are operated via a "floating" master cylinder which in turn pulls on a system of rods to apply the rear mechanical brakes. This design offers a fail safe operation should the hydraulic system develop a leak.

THE ENGINE
The range was initially powered by a 16hp (2 litre) engine; but this was revised to 18hp (2.3 litre) in 1949 and gradually introduced to all models. The in-line 6 cylinder OHV engine is of a long stroke and consequently very flexible to drive. The valves are operated via hydraulic tappets although towards the end of the model run the suppliers (Lockheeds) ceased production of these units and solid tappets were introduced. The increased capacity of the 18hp engine is achieved with a larger bore size and uses wet sleeve cylinder liners. The power increases from 70bhp to 75bhp and torque from 96lbs.ft. to 108lbs.ft., a significant improvement.

THE GEARBOX
Two gearbox options were available, a conventional four speed manual box with synchromesh on 2nd 3rd and top, and a Wilson preselective box. The latter is a very interesting unit developed pre-war by the Self Changing Gears company, as its name implies a gear is selected in advance via a hand lever and then the change pedal (in-lieu of the conventional clutch pedal) is depressed to complete the engagement. Smooth fast changes are possible and versions were used on military Tanks, London Transport buses and a variety of sports and racing cars produced by other companies.

ON THE ROAD
By 21st century standards the cars are low geared but are quite capable of coping with conditions on modern main roads, but less so with those prevailing on motorways. A number of manual gearbox cars have been retro-fitted with overdrive units and this makes for more restful driving at higher speeds. Unleaded petrol can be used with a suitable additive and consumption in the range 20 - 25 mpg is achievable depending on road conditions and driving style. Brakes are powerful if properly maintained but the limitations of drum brakes should always be recognised in very hilly country.

The author of this article regularly tows a two berth caravan with his Whitley, HSF 919, and the towbar can be seen in the photograph opposite. Suitable electric connections and traffic winkers (in addition to the standard trafficators) have been installed via relays. (a larger version of this photograph can be accessed by clicking on it)

BUYING AND OWNING
The cars are very simple and robust but as with all immediate post-war cars, now some 50 years old, certain areas can suffer from neglect and abuse. Prospective owners looking for a car to buy should firstly join the Armstrong Siddeley Owners Club, where they will find considerable expertise which will help them to avoid the many pitfalls of buying second hand. When looking at a possible purchase they should examine carefully the chassis where it passes under the rear axle, severe rust can occur here but it can be repaired satisfactorily. The sill area which runs beneath the doors and extends outwards to form vestigial running boards is another area which can suffer from tin worm! This component is a complex box member consisting of a number of different profiles welded together to form a semi-structural part of the body. Repair is possible and information on this is available from the Club. Very few new body parts are now available and repairs to the existing component or replacement with second hand parts will generally be necessary. Tyre availability is good from at least four manufacturers.

Engine, gearbox, rear axle and running gear are long lived provided they have been properly serviced. The previously mentioned hydraulic tappets are components that could have suffered due to lack of cleaning of a fine mesh filter well hidden from view. General mechanical spares are readily obtainable from the well stocked Stores operated by the Club including many obscure parts from the Armstrong Siddeley Motors' stock of spare parts purchased from the Company when it ceased trading. The Stores also have a good selection of second hand body panels and mechanical components. Regular maintenance includes the usual oil and filter changes, anti-freeze renewal and a number of grease points on the front suspension, water pump, transmission etc. Much technical data is available from the Club including reprints of the "Service Manual" and "Spare Parts List".

WILL IT FIT YOUR GARAGE AND POCKET?
Dimensions, depending on model and excluding the extended chassis models, are of the order of:-

Length Width Height Weight Oil capacity Coolant capacity Tyre size	15ft. 7ins. 5ft. 6ins. 5ft. 2 ins. 30 cwt. 13 pints 3 gallons 5.25/5.50" x 17"	(4.75 metres) (1.7 metres) (1.57 metres) (1.5 tonnes) (7.3 litres) (13.6 litres) (excluding Limos)

ACKNOWLEDGEMENTS
The author acknowledges the considerable help given by ASOC member Robert Penn Bradly in the writing of this article. Readers requiring a much greater in-depth description of the models are advised to obtain a copy of Penn's book "Armstrong Siddeley - The Postwar Cars". Two other books, "Technical Articles" One and Two, by the same author, give valuable restoration and maintenance advice on all the post-war Armstrong Siddeley models 1945-1960.