Triumph Mayflower, clasic British car of the 50's Return to Homepage Launch of the 20th Century Mayflower In 1949 the combined American production of passenger cars was 35.4 million, some 20 per cent more than in 1941. Impressive as these figures are, demand could not be met as car ownership was fast becoming a thing of the masses. One in three owners of 1946 cars, one in four owners of 1947 cars and one in seven owners of 1948 cars would go on to purchase a 1949 or 1950 model. America was an expanding market that the British motor manufacturers had to exploit. Ex-works prices of British cars for export to America were just a few pounds over material costs. On average the cost in labour per car was three or four pounds more than pre-war production. Strikes in the motor industry were common place and wages had virtually doubled to ï¿½9. 2s. 6d per week over the war period. The British motor industry was under immense pressure, especially when you consider the types of cars the US was producing at the time!

The Labour Government's cry for increased productivity, despite difficulties and shortages of materials and supplies, was supported by the instruction to car manufacturers to go overseas as merchant venturers and become big dollar earners. Import licensing restrictions on goods from 38 designated countries (including Belgium, Luxembourg, Switzerland, and West Germany) with no, or little, risk of the loss of gold or dollars was relaxed for many motor accessory products. This included ashtrays, heaters, door handles, over-riders and bumpers, electric horns, rubber tyres and tubes, mascots, spark plugs (except Areo). The persisting unavailability of high-octane fuels continued to prevent engine designers raising compression ratios to increase economy and power and the positioning of valves was finely balanced between side and over valve engines. The British motorist's attitude to motoring was a "can I get it?" nature in relation to both cars and fuel. Devaluation of the pound from $4.03 to $2.80, as a measure to allow an increase in overseas sales, resulted in fewer cars for home sales and rising prices, although production economies after the launch of a car counteracted this effect to some extent, i.e. less chrome.

The tag "available for early delivery" was the norm rather than the once familiar "immediate delivery to home-buyers". The British Motor Trade Association scheme for covenants restricting resale of cars under twelve months old effectively stopped the "rackets in distribution" and reduced the turnover of unused or little used cars. A car under twelve months old could only be sold back to the original dealer who would not pay more than the list price. The Thirty-fourth International Motor Exhibition, the second since the war, held at Earls Court, London in October 1949 was less well attended than in previous years with 355,486 paying ten shillings for admission. There was none of the excessive congestion of 1948 (562,000 paying visitors) but attendance was still 50 per cent above the pre -war average. The accessory exhibitors were not giving away the usual nick-knacks and for the first time many of the cars, not including the five star exhibits, were locked to the annoyance of many. The atmosphere was that of a museum - "look, but do not touch".

In 1948 there had been numerous novelties at the exhibition with many British manufacturers taking the opportunity to display the results, be it limited, of 10 years of war-interrupted development work. The British motor industry was still smarting from the consequences of pre-war punitive duties (the old RAC horsepower tax) that had restricted imports of foreign cars and therefore stifled the requirement for development, other than for the home market. In 1949 virtually all of the exhibits were in production and there were few major innovations - except the Mayflower on its' turntable and the Rover "75", which were themselves based upon existing technology from the parts bin. The galleries and stands also had fewer technical / working exhibits / gadgets - except the Mayflower front suspension displayed on the Alford and Adler stand (above left). On 4, October 1949, Mr L P Lord, Chairman of the Austin Motor Company, said in his opinion a small car was not a necessity at the moment - "We are selling everything that we can make.

Nevertheless when the time comes we will produce a small car and I can tell you it will be an Austin Seven." Against this background, Sir John Black, Chairman of the Standard Triumph Motor Company, launched the Mayflower on Stand No 142, costing ï¿½473.10s.7d in Vynide and ï¿½479.18s.4d in leather. In a speech made on 1, March 1949, Sir John Black had made something of a sensation by predicting that the existing Standard Vanguard and Triumph 2-litre models would be supplemented during that year by the introduction of an entirely new small car. A rumour spread across Europe that an exceedingly cheap 6 horsepower car was planned for the production lines in the Banner Lane factory, Coventry. However, instead of competing with small cheap cars the Mayflower was a notable addition to the ranks of the luxus small car market making an instant appeal to those in search of comfort, full equipment, distinct styling and economical running. The widest discussed feature of the Mayflower was the styling, which was a highly original attempt to combine the two idioms that had previously been considered mutually exclusive.

Knife-edged coachwork became popular in the world of large cars with hand-made bodies just before the Hitler-Stalin pact and immediately after the war it was made a production feature of the Triumph 2-litre saloon. The post-war period saw the world of motoring swept by a wave of fashion for the envelope type of body with submerged lamps, integral wings and rounded flowing lines. The Mayflower was a bold attempt to combine the two styles. It is said that Sir John Black insisted on razoredge styling because he had been advised by Louis Antweiller, Managing Director of Mulliners, that Americans loved Rolls Royces. With this seed implanted in Sir Johns' mind it is open to interpretation that he presumed the Americans would be stirred by, and purchase, a miniature version of the Rolls Royce, to wit the Mayflower - later to be dubbed by many 'the watch-charm Rolls'. It is further said that Sir John chose the Mayflower name with the intention of appealing to the many Americans who were descendants of the Pilgrim Fathers who had landed in Massachusetts in 1620. There is no evidence to suggest that Sir John, or anyone under his instruction, had visited America or studied the market there.

If the foregoing is correct then the inception of the Mayflower must go down as one of the most arrogant, presumptuous and disastrous commercial decisions made by any person during the twentieth century intending to enter the volume American motor market. Indeed, more Mayflowers were shipped to the then Ceylon (Sri Lanka). The first production Mayflower rolled off the line on the 30th June 1950. Production ended in July 1953. ... and the PRESS said ... The Triumph Mayflower was unveiled to invited members of the Technical Press and the Company's Distributors on the 23 October 1949 in a specially decorated section of the main canteen at the Banner Lane factory. Two Mayflowers and an oval dining table centered by an approximately four foot high model of the Mayflower sailing ship were the center of attraction (left and below). Sir John welcomed the guests and gave a report on the Standard Triumph Company's performance over the previous twelve months referring to the Mayflower and Standard Vanguard on numerous occasions. The press gave the following reactions.

The knife-edge Triumph Mayflower stands out from all the other ten horsepower cars in the Show by reason of the exceptional vision afforded by its wide glass side windows, which run almost the full width of the body. If there is one aspect more than another in which the British weekend motorist is at the moment dissatisfied with modern trend in car design is in the increased tendency to "box-in" the driver and his passengers. The Triumph Mayflower goes a long way towards the ideal by affording weather protection with a light and spacious interior. (Evening News, 28 Sept. 1949) Standing aloof in a place of honour, the grey Mayflower will have aisle blocking crowds watching it on the Triumph Stand. Priced at ï¿½374 (plus ï¿½104 18s. 4dpurchase tax), the Mayflower has "big car value" such as independent front wheel suspension, four point jacks and body of integral construction, gear change lever mounted on the steering column, a four cylinder side valve engine with a petrol consumption of thirty-five miles per gallon and a top speed of sixty-five miles per hour. (Daily Graphic, 28 Sept. 1949) ...

surprised when, from today onwards, they see on Stand No 142 a 1.1/4 litre car with a full four seater two door body of highly original design. So far from competing with very small, cheap cars, the Triumph Mayflower is a notable addition to ranks of the luxury small car and should make an instant appeal ... (The Motor, 28 Sept. 1949) ... a family man's chariot. I found the four cylinder engine so flexible that ten miles per hour in top gear caused no labouring. The engine seemed equally happy at sixty-five miles per hour. The gear lever is on the left of the steering column. In bottom we reached a good eighteen miles per hour and in second a good forty. Petrol? Thirty- five miles to the gallon. A lot has gone into the Mayflower. I appreciated the clock built into the speedometer and the water temperature gauge usually fitted only on high priced cars. (Daily Express, Basil Cardew, 28 Sept. 1949) Something of a furore is likely to be created by the first appearance of a smaller Triumph 1.247 c.c. car named the Mayflower.

(Autocar, 30 Sept. 1949) Another sensation at the Show is the Triumph Mayflower, a 1. 1/4 litre family saloon, which we hope will make a mark in America as did the ship so named. It has the same knife-edge design which makes its big brother one of the prettiest cars on the road. (Bournemouth Times, 30 Sept. 1949) Within a few minutes of the opening of the doors the avenues between the stands were crowded. It was noticed that the initial surge was towards the new Triumph Mayflower. (Financial Times, 28 Sept. 1949) Every Motor Show has its own particular "baby" which invariably catches the public's imagination. This year I have no hesitation in declaring that it will be the new Triumph Mayflower four cylinder two door saloon with a razor-edged body bearing a marked similarity to the Triumph 2000. (The Birmingham Gazette, 28 Sept.

1949) Priced at (ï¿½375 plus purchase tax), this clean cut, business like car is a most impressive example of the British industry's drive for markets in the smaller power class of car and is well calculated to attract wide attention with its combination of strength to allied compactness. (Birmingham Post, Sept. 1949) Upon seeing the brand new Triumph Mayflower at the Earls Court Motor Show an unknown woman was heard to comment: "Oh, how perfectly bloody" Unknown source: "The Watch Charm Rolls" and "Slab Sided Tobacco Can" Tom Cahill of the American magazine Mechanix Illustrated: "Like a teen age kids beard, it was slow in growing but nevertheless this car was growing on me. Even the knife-edge body treatment got less hard to take ...

this slightly stuffy look, at first glance silly, soon gave it a sort of aloof Country Club appearance." The Autocar, Road Test 1950: "The style really is no more than incidental to a solid purpose, which is to give not only room by measurement, but also room to breathe by virtue of an increased volumetric capacity of enclosed air, and a feeling of cheerfulness and brightness by reason of large window areas and thin pillars." Laurence Pomeroy, at the time one of the world's leading automotive engineers and Technical Editor of The Motor: "The bulk of my 1952 motoring has been in one of the best [small cars], the Triumph Mayflower ... After 30,000 miles ... the steering and chassis parts appear as new, and the body structure is completely sound and weatherproof ... Many may think 30,000 odd miles with almost no trouble and a loss of faculties is a matter of no great moment, whereas those who have some detailed knowledge of the life lead by a Technical Editor's car will consider such a feat a mid-century miracle.

Certainly I can say that the Mayflower is indeed a trusty Triumph, with performance, visibility and size well suited to my annual 800 hours of London driving." (for guidance only) Condition 3 (complete car, rough / non-runner) - free up to ï¿½250, Condition 2 (average condition with some work needed) - ï¿½2,500, Condition 1 (mint) - ï¿½3,500. It is possible to restore / run a Mayflower on your own but you are well advised to join the TMC which is a friendly Club run by members for members. I have bought two Mayflowers through the club and have had much technical assistance when in difficulty. Summary - the Mayflower is a relatively cheap entry-level classic car that is easy to maintain and fun to drive. It always attracts a crowd and helps the owner make new friends. It can easily carry a family of four for a day's picnic in comfort and style (five at a squeeze). It is not for those wanting speed or thrills.

Back to contents Return to Homepage Triumph Club – Vintage Triumph Register » Mayflower (1950-1953) Distinctive “Knife-Edged” Styling: Love It or Hate It? “The Mayflower was singular — a car of great character, built by and for characters. Road tester Tom McCahill called it a slab-sided tobacco can, a geranium pot, a turnip. Those to whom it appealed nicknamed it the ‘Watch Charm Rolls,’ but others called it many worse things. Sir John Black, however, doted on the little dear, and at Standard-Triumph that was tantamount to automotive sainthood. Sir John got his comeuppance soon enough, when the Mayflower hit the American market: it sold by the half-dozen.” — from Triumph Cars, The Complete Story, by Graham Robson and Richard Langworth, c. 1979, 1988. It definitely was with an eye on the American market that Standard-Triumph developed the Mayflower. In retrospect, however, it appears that eye was not too well focused.

The Mayflower was in a number of ways innovative in style and in engineering; at the same time many features were antiquated, and the car as a whole was generally poorly suited to its intended buyers — those Americans theoretically still hungry for new cars after World War II. Unfortunately, the Mayflower missed that seller’s market but was too early for the compact/small import car craze of the late 1950s. In style, the Mayflower was conceived as a “little brother” to the Town & Country/Renown saloons. Unfortunately, it has long been open to question whether the “knife-edge” style worked on such a short wheelbase. Liked or hated, it was quite distinctive, particularly as compared to some of its contemporaries: Austin Devon, Ford Anglia and Prefect Morris Minor, Volkswagen Beetle. The “knife-edge” styling (generally credited to Walter Belgrove of Standard-Triumph and Leslie Moore of Mulliners) proved useful in providing an incredible amount of usable interior space, and the unit-body design made for a very rigid structure. Thin pillars allowed a large glass area that gave a more open feeling, and ventilation was aided by vent windows in both front doors and in the rear quarter lights.

Of particular note in the well-appointed interior were innovative separate front seats: as the seatback was pulled forward for access to the rear seat, the seat cushion glided forward as well. In addition to accommodating its passengers well, the Mayflower also carried a fair amount of luggage. The boot lid hinged at the bottom and could serve as an extension of the luggage platform. The license plate and lamp, mounted on the boot lid, swiveled down as the lid was lowered. The spare tire was stored underneath the car, much as is the practice currently with a number of small trucks and SUVs. Mechanically, the Mayflower was a mix of old, new and cost cutting. The side-valve four-cylinder engine was unique to the Mayflower, although it derived from a prewar Standard unit. Especially when coupled with the three-speed, column-shift gearbox, the engine was really not up to the task of propelling such a heavy car at great speeds. However, at least the gearbox featured synchromesh on all three forward speeds. That gearbox, as well as the rear axle, came from the Standard Vanguard.

New for the Mayflower, however, was the front suspension, whose design was continued almost unaltered in the TR2 and TR3. Road wheels on the Mayflower would also look familiar to a TR owner, but those on the Mayflower lacked the perforations of the TR road wheel. Brakes were also familiar Lockheed units, with two leading shoes in front and leading/trailing shoes in the rear. An “umbrella handle”-style handbrake was located under the dash. The near-”mythical” Mayflower drophead A total of 35,000 Mayflowers were built between 1950 and 1953. Included in that total were a quantity of CKD cars assembled in Sweden and elsewhere. Early on in the Mayflower production, a total of 10 dropheads were built.

While the Mayflower saloon bodies were built by Fisher & Ludlow, the dropheads were converted from saloons by Mulliners, long specialists in such conversions and long connected with Standard-Triumph.[*] It seems likely that the great cost of the conversion made continued production of dropheads impractical, and the dropheads were long gone by 1953, when the Standard 8 and 10 (see The Triumph 10, 1957-1960 replaced the Mayflower. Few (if any) genuine Mayflower dropheads exist today. [*NOTE: Mulliners, taken over by Standard-Triumph in the late 1950s, were responsible for a number of estate car and "commercial vehicle conversions" of Standard products such as the Vanguard and the 8/10/Pennant line and also built TR2-3 bodies. Mulliners also controlled the Forward Radiator Company, who in addition to their namesake product also produced TR3B bodies.] Also included in the 35,000 total are approximately 500 U.S.-spec. Mayflowers imported officially by Fergus Motors of New York City.

These cars may be identified by a serially numbered Fergus Motors ID plate on the firewall near the Commission number plate. A Nash Connection? Not long after Mayflower production began, Sir John Black approached Nash-Kelvinator’s George Mason regarding use Mayflower components in what was to become the Metropolitan. Later on, Sir John apparently changed his mind. The Metropolitan ultimately used Austin engines, but bodies were built by Fisher & Ludlow. Nearly three times as many Metropolitans were built (around 100,000 as opposed to 35,000 Mayflowers); it may not have been a good decision. Support and Advice for the Mayflower The Vintage Triumph Register has an experienced consultant for the Mayflower . Owners of Mayflowers are also well advised to join The Mayflower Club . Among other benefits, the club runs a comprehensive spares service for its members. Contact: John Oaker, 19 Broadway North, Walsall, West Midlands WS1 2QG, UK; telephone 01922 33042 in UK or 011 44 1922 33042 from the US.

Other Resources Al and Debbie Adams Triumph Mayflower AL & DEBBIE ADAMS TRIUMPH MAYFLOWER "Miss Victoria" is currently undergoing restoration by members of the club. More details can be found on her own webpage at: In a speech made on 1, March 1949, Sir John Black, Standard Motor Company�s Managing Director, made something of a sensation by predicting that the existing Standard Vanguard and Triumph 2-litre models would be supplemented during that year by the introduction of an entirely new small car. A rumor spread across Europe that an exceedingly cheap 6 horsepower car was planned for the production lines in the Banner Lane factory at Coventry. However, instead of competing with small cheap cars the Mayflower was a notable addition to the ranks of the luxury small car market making an instant appeal to those in search of comfort, full equipment, distinct styling and economical running. The widest discussed feature of the Mayflower was the styling, which was a highly original attempt to combine the two idioms that had previously been considered mutually exclusive.

Knife-edged (or Razor-edged) coachwork became popular in the world of large cars with hand-made bodies just before the Hitler-Stalin pact and immediately after the war it was made a production feature of the Triumph 2-litre saloon. The post-war period saw the world of motoring swept by a wave of fashion for the envelope type of body with submerged lamps, integral wings and rounded flowing lines. The Mayflower was a bold attempt to combine the two styles. It is said that Sir John insisted on razor-edge styling because he had been advised by Louis Antweiller, Managing Director of Mulliners, that Americans loved Rolls Royces. With this seed implanted in Sir Johns' mind it is open to interpretation that he presumed the Americans would be stirred by, and purchase, a miniature version of the Rolls Royce, to wit the Mayflower - later to be dubbed by many 'the watch-charm Rolls'. It is further said that Sir John chose the Mayflower name with the intention of appealing to the many Americans who were descendants of the Pilgrim Fathers who had landed in Massachusetts in 1620. There is no evidence to suggest that Sir John, or anyone under his instruction, had visited America or studied the market there.

If the foregoing is correct then the inception of the Mayflower must go down as one of the most arrogant, presumptuous and disastrous commercial decisions made by any person during the twentieth century intending to enter the volume American motor market. Indeed, more Mayflowers were shipped to the then Ceylon (Sri Lanka) than to the USA. The first production Mayflower rolled off the line on the 30th June 1950. Production ended in July 1953. Of the 35000 built during that period, only about 1000 were shipped to the US. The Mayflower used a version of the pre-war Standard 10 side-valve engine updated by having an aluminum cylinder head and single Solex carburetor. The engine developed 38�bhp (28�kW) at 4200�rpm. The 3-speed gearbox, with column shift, came from the Standard Vanguard and had synchromesh on all the forward ratios. There was independent suspension at the front using coil springs but a solid back axle and half-elliptic leaf springs, also based on the one used on the Vanguard, was at the rear.

The front-suspension design was used on the Triumph 20TS prototype and, with modifications, on the Triumph TR2. Lockheed hydraulic brakes were fitted. The car was of unitary construction with steel body panels and was built by Fisher and Ludlow at Castle Bromwich, Birmingham to a design by Leslie Moore, chief body designer of Mulliners of Birmingham with input from Triumph's Walter Belgrove. As well as the saloons, ten drophead coup�s were built in 1950. A Mayflower tested by the British magazine, �The Motor�, in 1950, had a top speed of 62.9�mph (101.2�km/h) and could accelerate from 0�50�mph (80�km/h) in 26.6 seconds. A fuel consumption of 28.3�miles per imperial gallon (9.98�L/100�km; 23.6�mpg-US) was recorded. The test car cost �505 including taxes. In the same year the similarly sized but less well equipped and more aggressively priced Morris Minor was advertised at �382.

Although our Mayflower, �Miss Victoria� is fittied with left-side steering, it was not shipped directly to the US from England. According to the prior owner, this car was originally shipped from the U.K. to Argentina. To the best of our knowledge it was later purchased by a gentleman in Texas and licensed there until the early 1980s. We purchased the car in 2001 while we still living near Jackson, MS and brought it with us when we relocated to Tennessee in 2005. After about 25 years of sitting idle in and out of garages, we gave her a tune-up, changed out all the fluids, hand fed some fresh gas, and she cranked and ran after about four turns of the engine. Our heartfelt thanks go to Jim Watson and all the rest of the Manly-Man crew at the Blount British Cars �Busted Knuckle Garage� for their work in the restoration that�s been done over the last couple of years. So far we�ve had the radiator re-cored to modern standards, restored the fuel system, replaced the front suspension, tires and wheels, and replaced the floors.

We are now in the process of upgrading the braking system with TR6 disc brakes and installing working dash gauges. After trailering Miss Victoria to our club show, �Springtime in the Smokies� for the past two years, our goal is to have her in roadworthy condition and drive her to the show this May. Hopefully during the upcoming year, we will be able to improve her appearance with a new interior and some fresh paint and chrome. As a side note, the radiator grille is not original to the car. The one fitted was custom-made and fitted, presumably while the car was still in Argentina. We feel it adds to Miss Victoria�s character and have decided to forego replacement with one of original style. Happy motoring and thank you for your interest, Al and Deborah Adams Learn and talk about Triumph Mayflower, 1940s automobiles, 1950s automobiles, Cars introduced in 1949, Triumph Motor Company vehicles Standard 8 / Triumph Herald The Triumph Mayflower is a British four-seat 1 1⁄4 litre small luxury car noted for its razor-edge styling. It was built by the Standard Motor Company and sold by Standard's subsidiary, The Triumph Motor Company (1945) .

It was announced at the October 1949 British International Motor Show , but deliveries did not commence until the middle of 1950. The Mayflower was manufactured from 1949 until 1953. The Mayflower's "upscale small car" position did not find a ready market and sales did not meet Standard's expectations. Standard's next small car, the Standard Eight of 1953, was a basic 0.8-litre economy car. Contents 7 External links Design and engineering[ edit ] The Mayflower used a version of the pre-war Standard Flying Ten's [6] [7] side-valve engine updated by having an aluminium cylinder head [2] and single Solex carburettor. [3] The engine developed 38 bhp (28 kW) [2] [3] at 4200 rpm. [3] The 3-speed gearbox, with column shift, came from the Standard Vanguard [6] and had synchromesh on all the forward ratios.

[8] There was independent suspension at the front [3] [6] using coil springs and telescopic dampers, [3] [9] but a solid axle with semi-elliptic leaf springs , [3] also based on the Vanguard's design,[ citation needed ] was at the rear. Lockheed hydraulic brakes were fitted. [8] The Mayflower was the first car with unitary construction to be manufactured either by Standard or by the Triumph company that existed before Standard bought its assets. The body was designed by Leslie Moore, chief body designer of Mulliners of Birmingham with input from Standard's Walter Belgrove. The body shells were built by Fisher and Ludlow at Castle Bromwich, Birmingham. [7] [10] The Mayflower had traditional "razor edge" styling similar to that of the Triumph Renown imitating the style then still used by Bentley and Rolls-Royce cars. [7] [11] [12] Standard's managing director Sir John Black believed this would be especially appealing to the American market.

One advantage of the car's upright styling was that it could seat four people in comfort despite its small size, [11] although there were complaints about the rear seat being constrained by the rear axle and being too narrow as a result. [13] Ten drophead coupés were built in 1950. [1] [2] Standard Motor Company (Australia) Limited produced a coupe utility variant of the Mayflower at their Port Melbourne plant in Victoria , Australia . 150 examples were built from Mayflower Saloon CKD kits imported from the United Kingdom, with bodywork locally modified to form a rear load area to which timber floor and side panels were added. [14] Performance[ edit ] A Mayflower tested by British magazine The Motor in 1950 had a top speed of 62.9 mph (101.2 km/h) and could accelerate from 0–50 mph (80 km/h) in 26.6 seconds.

A fuel consumption of 28.3 miles per imperial gallon (10.0 L/100 km; 23.6 mpg -US Reception[ edit ] The Mayflower was announced and displayed for the first time on 28 September 1949, the first day of the Earls Court Motor Show . [15] Deliveries, including complete knock down (CKD) kits for overseas markets, began in the middle of 1950. [6] [16] Despite its low performance, the Mayflower impressed automobile testers, including Tom McCahill from Mechanix Illustrated [7] and The Scribe from Autocar . [17] Legacy[ edit ] Triumph Mayflower The Mayflower had been an attempt to create a small car with an upmarket image, [4] but it failed to meet its sales targets. [2] Standard announced the Mayflower's replacement in a press release in early February 1952; the announcement further stated that the replacement would probably not be on sale until 1953. [18] The Standard Eight , which replaced the Mayflower, had a basic specification and was aimed at a different type of buyer.

From the ending of Mayflower production in 1953 there was no small saloon with the Triumph name available in the United Kingdom until the launch of the Triumph Herald in 1959. [19] The Standard Ten saloon and Standard Companion estate were sold as Triumphs in the United States. [20] The front suspension design from the Mayflower was used on the Triumph 20TS prototype and, with modifications, on the Triumph TR2 . [6] [11] [21] The Mayflower's "razor-edge" styling proved controversial and tends to polarise opinion. Motoring journalist James May has described it as being the ugliest car of all time. [22] Cultural impact[ edit ] The Mayflower is the subject of a well-known painting by Australian artist John Brack — The Car . [23] Die-cast models[ edit ] Die-cast models of the Mayflower include Mikansue models from the 1980s, Lansdowne models from the 2000s, and Oxford Diecast 00 scale models from 2008.[ citation needed ] Original courtesy of Wikipedia: — Please support Wikipedia.

This page uses Creative Commons Licensed content from Wikipedia . A portion of the proceeds from advertising on Digplanet goes to supporting Wikipedia. We're sorry, but there's no news about "Triumph Mayflower" right now. Limit to books that you can completely read online Include partial books (book previews) Oops, we seem to be having trouble contacting Twitter Support Wikipedia A portion of the proceeds from advertising on Digplanet goes to supporting Wikipedia. Please add your support for Wikipedia! Searchlight Group Digplanet also receives support from Searchlight Group. Visit Searchlight Copyright © 2009-2016 Digparty. All rights reserved. 1949 Triumph Mayflower: Your Thanksgiving Turkey 1949 Triumph Mayflower: Your Thanksgiving Turkey Mike Butts – November 27, 2014 (first posted 11/24/2011) In 1620, the Mayflower carried 102 Puritans from England to America to escape religious persecution. A year later they celebrated their survival and a good harvest with the first Thanksgiving feast. We celebrate its anniversary today.

In 1949 another Mayflower landed in America, sent to bring home Yankee dollars to an impoverished postwar Britain. Sadly, the Triumph Mayflower did not find the same success. In 1946, Standard-Triumph introduced the large Triumph Renown sedan, an expensive coachbuilt luxury car. The Renown was meant as a smaller 108 inch wheelbase version of the 120-inch Bentley Mark VI . Managing director Sir John Black was certain its “razor edge” faux-Rolls Royce look would work on an upscale small car, that would be especially appealing to Americans. (And you thought this sort of thing started with the Cimmaron .) Thus the Triumph Mayflower was born in 1949, on an 84 inch wheelbase. Compare this Mayflower with that yellow Spitfire next to it. Spitfire’s wheelbase is only 1 inch less. It’s hard to get a sense of the tiny scale of this car in photos, so I’ve created a visual aid. This 1950s VW is shown at the same scale as the Mayflower.

Compare its 84 inch wheelbase with the VW’s 94.5: the Triumph’s wheelbase is a full ten inches shorter. All that luxurious overhang does make it nearly as long as the Bug. Just imagine its ride and handling. This is the rare drophead version, only ten made. With top up, it offers complete privacy to whoever can fit between those rear wheel wells. Square-on side views of the Mayflower are rare. Maybe because neither side is its best side. Spend some time taking in these classic lines. Compare the car above the beltline with the car below. See how the rear wheels fall between the B and C pillars. How each window’s frame looks different. How the drip rail compares with the line of the top. James May wrote in his Telegraph column , “I’m pretty confident in saying that the ugliest car ever to sneak off a sketch pad when no one with taste or discretion was looking was the 1949 Triumph Mayflower. The Ford Edsel had an unfortunate nose, and the AMC Pacer had an unfortunate backside. But the Mayflower was ugly to its roots. Look at it, if you can bear to.

Its details are ugly, its overall proportions are ugly, its very concept – as a car to appeal to Americans who believed they were directly descended from the Pilgrim Fathers – makes one shudder.” It was said to be a roomy package for its size, thanks to its boxy shape. Just the thing for a country squire’s picnic luncheon out on the estate. Looks to have a nicely upholstered interior. Lots of glass in those tall frames. I couldn’t find any shots of the rear seat. Maybe it’s too narrow and cramped for photography. Those Brits, always going on picnics! “The body is built integral with a rigid pressed steel frame of unusual design, cleverly buttressed to give great strength without undue weight.” In other words, a unit body. “Rust-proofed by the “Bonderizing” process.” They took their pre-war Standard 10 flathead four, gave it an aluminum head and installed a Solex carb. 1247 cc developed 38 hp at 4200 rpm. Three on the tree. Top speed 63 mph, 0 to 50 in 26.6 seconds. 24 US mpg.

A Mayflower historian’s website is chock full of facts and photos. He reports: “If you want rapid acceleration, speed and sure-footed road holding then the Mayflower is not for you!” “The body roll can be quite dramatic if you approach a corner at speed. This can catch out the novice Mayflower driver. However, once experienced this is never forgotten or repeated!” Standard-Triumph of Australia built a Mayflower coupe utility. Why would you take a miniature Rolls and turn it into a pickup? They used UK knockdown kits, modified the bodywork with a timber bed, and built 150 of them. Looks like the hood is longer than the bed. How many sheep can you carry back there? Triumph Mayflower sold for $1,695 in the US. For comparison, the top-of-the-line 1950 Ford V8 Crestliner sedan sold for $1,711. Which would you choose? Right. Out of 35,000 Mayflowers built from 1950-53, only 1,000 came across to the States. Definitely not the hit Sir John predicted.

Standard-Triumph followed the Mayflower with the much more conventional Standard Eight and Standard Ten in 1953. Through 1960 they sold 308,000 of these. So much for “razor edge” styling. Mayflower’s unique size and shape did lend itself to custom builders. This mysterious car, named “Ruby”, is said to be somewhere in western North America. Leftovers? Definitely. Every turkey has a wishbone. Triumph made a wish and used the Mayflower’s coil spring independent front suspension in their other new offering for 1953, a little number called the TR2. Quite a few more Yankee dollars came back to Olde England on that series. For that, surely they were and we are very thankful. Happy Thanksgiving!

1950 British and European Car Spotters Guide Engine: Cisitalia Inline-4, twin DR4SP Weber Carburettors, 2 Valves per Cylinder Displacement: 1089 cc / 66.5 cu in Bore: 71.5 mm / 2.81 in Stroke: 75 mm / 2.95 in Compression: 10.5:1 Power: 55.9 kw / 75 bhp @ 6000 rpm (hp per litre: 68.87) Body: aluminium Body over Pressed Steel Frame Brakes: Front & Rear Drums Front wheels: F 4.5 x 15 cm / 1.8 x 5.9 in Rear wheels: R 5.0 x 15 cm / 2.0 x 5.9 in Steering: Worm & Sector Front suspension : Porsche-Style Torsion Bars w/Trailing Links, Hydraulic Dampers Rear suspension : Rigid Axle w/Semi-Elliptic Springs, Hydraulic Dampers Weight: 818 kg / 1803 lbs Wheelbase: 22

10 mm / 87.0 in Rear track: 1258 mm / 1248 in Length: 3495 mm / 137.6 in Width: 1420 mm / 55.9 in Height: 1245 mm / 49.0 in Transmission: 4-Speed Manual Top speed: 170.0 kph / 105.6 mph AC 2-Litre Buckiand Sports Tourer Also see: AC Road Tests and Reviews AC 2-Litre Buckiand Sports Tourer.

This model had all-new open coachwork by Buckland Body Works of Buntingford, Herts, and was distinguishable from the earlier 2-Litre Drophead Coupe mainly by the full-length front wings and the one-piece, fold-flat windscreen. It was made until 1954. Allard J2 Sports Roadster Also see: Allard Road Tests and Reviews The Allard J2 Sports Roadster was powered by a 6-litre engine and a 440ci Chrysler VS respectively (to customer's requirements)-more usual were modified Ford V8 power units. The J2 was superseded by the modified J2X in the autumn of 1951. A two-door Saloon (Model P1) was also available. Allard J2X Sports Roadster Also see: Allard Road Tests and Reviews The Allard J2 Sports Roadster was powered by a 6-litre engine and a 440ci Chrysler VS respectively (to customer's requirements)-more usual were modified Ford V8 power units. The J2 was superseded by the modified J2X in the autumn of 1951. A two-door Saloon (Model P1) was also available.

Alvis Three Litre Model TA 21 Saloon Also see: Alvis Road Tests and Reviews The Alvis Three Litre, Model TA 21 Saloon had a similar body to the Fourteen (discontinued in October 1950), but was larger and followed more the classical line, with sweepingly curved wings, faired-in headlamps and traditional grille. Armstrong Siddeley Typhoon / Lancaster Saloon and Hurricane Drophead Coupe Powered by a 2·3-litre 18 HP engine which developed 75 bhp at 4200 rpm, with a choice of either preselector or synchromesh gearboxes. All three models were introduced in September 1949 to replace the previous 16 HP 1·9-litre-engined versions. The Typhoon was discontinued in May 1950. Armstrong Siddeley Whitley Saloon The Armstrong Siddeley Whitley Saloon was introduced in September 1949. Dimensionally similar to the Lancaster, but with semi razor-edged body styling and greater rear seat headroom, it used the same mechanical components as the Lancaster, Hurricane and Typhoon.

Wheelbase of all models was 9 ft 7 in. Aston Martin DB2 Saloon Also see: Aston Martin Road Tests and Reviews The Aston Martin DB2 Saloon was first officially shown to the public at the New York Motor Show in April 1950, although a prototype version was entered-successfully-in competitions the previous year. The 2·6-litre twin-OHC engine, which produced 105 bhp at 5000 rpm. was fitted in an all-new light-alloy body; the bonnet and wing structure was hinged at the front so that with the bonnet raised the entire front end of the chassis could be exposed. Austin A40 GS2 Devon Saloon Also see: Austin Road Tests and Reviews Austin A40 Models GS2 Devon Saloon and GP2 Countryman were carryovers from 1949 with detail modifications. The Devon was also available with bench-type front seat; this version was designated Devon Mark II, Model GS2A. Also see: Austin Road Tests and Reviews The Austin Atlantics very distinctive body styling featured front wings that swept through to the rear of the body, a wrap-round rear window and a cyclops type built-in spotlamp.

Austin A125 Sheerline Model OS1 Also see: Austin Road Tests and Reviews The Austin A125 Sheerline Model OS1 luxury saloon had a six-cylinder 3·9-litre engine. The Model OM1 Limousine was similar but had a lengthened chassis, different seating and other detail differences. Bristol 401 Saloon Also see: Bristol Road Tests and Reviews The Bristol 401 Saloon had a 2-litre 85-bhp Six engine and a top speed of 100 mph. The body was built by Bristol under Superleggera Touring patents and included concealed locks for fuel filler and luggage compartment. The bumpers had synthetic rubber inserts. Citroen Light Fifteen Also see: Citroen Road Tests and Reviews The Citroen Light Fifteen was a British-built edition of the French Citroen 11 Sport. It featured a walnut fascia board and other distinguishing differences to make it more suitable for British consumption, including wheels, bumpers, chrome-plated radiator grille, etc. Production ran from 1945 until 1955.

Daimler Straight Eight DE36 Also see: Daimler Road Tests and Reviews A Daimler Straight Eight DE36 chassis with Sports Saloon bodywork by Freestone and Webb. Other luxury cars were built on this chassis by well-known firms such as Hooper, Windover, etc. Daimler DB 18 Consort Saloon Also see: Daimler Road Tests and Reviews The Daimler DB 18 Consort saloon differed from the earlier version (2½-litre DB18) by having a curved radiator grille, faired-in headlamps and sidelamps, and curved V-section bumpers. Mechanical improvements included a hypoid bevel final drive and hydro-mechanical brakes. Dellow Mark I Sports The Dellow Mark I Sports started life as a one-off trials special-the creation of K. C. Delingpole and R. B. Lowe (hence Dellow). In October 1949 it was introduced as a small-series production car, featuring a Ford Ten E93A engine (a supercharger was optional) and gearbox with Ford rigid front and rear axles, steering and brakes. The body was aluminium.

Fiat 1400 Ford Pilot Model E71A Saloon Also see: Ford UK Road Tests and Reviews The Ford Pilot Model E71A Saloon was a carryover from the previous year. It was powered by a 3·6-litre V8 engine. Production ceased in 1951. The two-door Anglia (E494A) was also continued unchanged. Ford Pilot V8 Estate Also see: Ford UK Road Tests and Reviews The Ford Pilot V8 Estate with all-metal panelled body by Hawes & Son Ltd was introduced in 1950 and produced only in small numbers. The spare wheel was mounted on the tailgate. Ford Prefect Model E493A Also see: Ford UK Road Tests and Reviews The Ford Prefect Model E493A was continued from 1949 with no changes. It had been given a restyled front end early in that year and had an 1172-cc 30-bhp L-head Four engine with three-speed gearbox. Frazer-Nash Cabriolet The Frazer-Nash Cabriolet was introduced in September 1949.

Powered by the Bristol 1971-cc engine-used in similar form on the competition Frazer-Nashes - this luxury tourer had a greater wheelbase and track than the competition models while retaining a very low overall height. It featured an ingenious windscreen, which folded down onto the scuttle, and two-folding emergency seats inside. A Mille Miglia two-seater version was also introduced. Healey Silverstone The Healey Silverstone was introduced in July 1949. The open two-seater had a lightweight stressed-skin alloy sports body mounted on a D-type chassis (E-type chassis from April 1950) and was powered by a 2·5-litre Riley engine. The windscreen was retracted into the scuttle when in the racing position, instead of being folded flat; the spare wheel 'doubled' as a rear bumper and the wings were removable for competition work. Only 105 were built. We do not know if any survive to this day.

Hillman Minx Mark IV Saloon, Convertible Coupe and Estate Also see: Hillman Road Tests and Reviews The Hillman Minx Mark IV Saloon, Convertible Coupe and Estate Car were introduced in December 1949. Although retaining the styling of the Mark III versions they featured more powerful engines (1265 cc v. 1184·5 cc) and could be quickly identified by the separate sidelamps. The left-hand drive car shown was owned by an American reporter who is photographed alongside it with a friend, in London, prior to setting off on a tour of Europe. Humber Super Snipe Mark II Saloon Also see: Humber Road Tests and Reviews Humber Super Snipe Mark II Saloon. Fitted with the 4086cc 100-bhp engine (also used with the Mark I Super Snipes) and a four-speed gearbox. This six-seater model (first introduced in October 1948) incorporated detail changes for 1950 (announced in August 1949) including separate sidelamps below the headlamps.

A Humber Imperial Mark II Saloon was launched late in 1949 and was virtually identical to the Pullman Limousine of that time but without the central partition. IFA F9 Jaguar Mark V Drophead Coupe Also see: Jaguar Car Reviews and Jaguar - A Racing Pedigree The Jaguar Mark V Drophead Coupe and its Saloon counterpart were available with a choice of 2½ or 3½ litre engines. The Mark V models were discontinued in 1951. Jowett Javelin Jupiter Mark I Series SA The Jowett Javelin Jupiter Mark I, Series SA, was introduced in March 1950. It originated as ERA /Javelin chassis in September 1949. Powered by a Flat-4 1486-cc engine which gave over 60 bhp, this open sports model featured an aluminium panelled body with sweepingly curved wings and a rear luggage boot which could only be reached from inside the car. The whole front of the bodywork was hinged at the scuttle. Lanchester Ten Series L010 Saloon Lanchester Ten, Series L010 Saloon.

In September 1949 the popular 10 HP chassis was fitted with a new four-light Barker coachbuilt body (aluminium panels on a wood and steel framework) which, although similar in appearance to the previous Briggs (steel) bodied version at the front, had a more attractive line and featured curved windows and a spacious luggage compartment. Lea-Francis 2½-Litre Sports The Lea-Francis 2½-Litre Sports was introduced in September 1949 with similar general lines to the Fourteen Sports which it replaced. It was powered by a twin-carburettor 100-bhp engine and featured doors with wind-up windows and a windscreen with triangular side panels which could be removed as one assembly. It was continued in production until October 1954, when the company folded. Tradgedy. MG Midget TD Also see: MG Road Tests and Reviews The MG Midget TD replaced the TC in January 1950. Although powered by the same engine it featured numerous detail improvements, including independent front suspension , rack and pinion steering, and revised gear ratios to suit its greater overall weight.

The general outline of the body at the front end was modified on the lines of the Y Series open-tourer (1948-51). Its reception by MG enthusiasts of the day was decidedly cool, mainly because of its 'heavier' look, the pierced disc wheels and, above all, the inclusion of bumpers... Renault 4CV, Model R1060 Also see: Renault Road Tests and Reviews The Renault 4CV, Model R1060, was introduced in Britain in November 1949 and assembled at the Renault Ltd plant at Acton, near London; it had originally been introduced in France in 1947, and featured a rear-mounted engine. The cubic capacity of 760 cc meant that it was just over the international 750-cc class for competition events. This was rectified in 1950 when the cylinder bore size was reduced to give it a capacity of 748 cc (R1062).

Riley 2·1-Litre Model RMC Roadster Also see: Riley Road Tests and Reviews The Riley 2·1-Litre Model RMC Roadster was produced during 1948-1950, but was only available in the domestic British market from September 1949. Originally a three-seater, it became a two-seater early in 1950. RolIs-Royce Silver Wraith Sports Saloon Also see: Rolls Royce Road Tests and Reviews RolIs-Royce Silver Wraith Sports saloon, with coachwork by Park Ward & Co, Ltd. One of these models-owned by Mr W M. Couper-took part in the 1950 Monte Carlo Rally where it won the Grand Prix d'Honneur du Concours de Contort. Rover 75 Series P4 Saloon Also see: Rover Road Tests and Reviews The Rover 75 Series P4 Saloon was introduced in September 1949, replacing the Series P3. It had completely restyled bodywork, mounted on a new full-length chassis with improved (six-cylinder twin-carb) engine, transmission and suspension .

The traditional Rover appearance gave way to full-width styling with an extended boot to balance the front end. A cyclops type foglamp was mounted in the radiator grille. Saab 92 Also see: Saab Road Tests and Reviews The Saab 92 was the Scandinavian Beetle, the car that put the common Swede on the road. It was a hugely advanced piece of work, though, and very aerodynamic (Saabs 90 and 91 were actually aircraft). Standard Vanguard 20S Saloon and Estate Also see: Standard Road Tests and Reviews The Standard Vanguard 20S Saloon and Estate Car for 1950 were modified in various respects, including separate side lights, enclosed rear wheels and relocation of the gearshift lever to the left of the steering column. Trabant Also see: AWZ Trabant Road Tests and Reviews The Trabant put communist-era Eastern Bloc residents on wheels, as big a revolution behind the Iron Curtain as the VW Beetle was for their western cousins. Several versions were made, but the famous P600 (plastic body, 600cc two-stroke) 'Trabbie' was made for 30 years unchanged.

Triumph Mayflower Saloon The Triumph Mayflower Saloon of 1950 featured 'razor-edge' styling. Triumph Mayflower Drop Head Coupe Also see: Triumph Road Tests and Reviews The Triumph Mayflower Saloon, Series 1200T, was introduced in September 1949. This two-door, razor-edged, small car had 38-bhp 1247-cc side-valve engine mounted in an integral body/chassis structure with coil-spring independent front suspension . Although the bodywork was basically a scaled-down version of the Renown, it was surprisingly roomy inside and had the same internal width (53 inches). In October 1950 a limited-production Drophead Coupe version was announced. Triumph Renown Series 20ST Saloon Also see: Triumph Road Tests and Reviews Triumph Renown Series 20ST Saloon. Renamed version of an earlier model. namely the 2000 Saloon (Series 20T) which, in turn, had been introduced in February 1949 to supersede the 1800 Saloon (Series 18T).

Powered by the 2088-cc Standard Vanguard engine, this razor-edged saloon had a box-section type chassis which replaced the tubular type used on the 1800-with independent front suspension and Lockheed hydraulic brakes. Triumph TRX Roadster Prototype Also see: Triumph Road Tests and Reviews Triumph Roadster (prototype) This ambitious and very advanced model, revealed by Triumph in 1950, was a Vanguard-engined sports car fitted with striking, aerodynamic bodywork and featuring fully retractable electrically-operated headlamp covers, curved windscreen, hydraulically-operated top, windows and seats, large boot with wind-down tray for the spare wheel and a transmission with three speeds and overdrive fourth gear as standard. Triumph TRX Roadster Prototype Also see: Lost Marques - Triumph Unfortunately Triumph decided the Roadster was too complicated and expensive to produce and could not, therefore, be sold at a competitive price. Only two prototypes were built. One of the great tragedies of 20th Century motoring.

Also see: Volkswagen Beetle Production Numbers In 1935 an Austrian engineer, who had been working for the company for less than a year, came up with a design for a flat four engine within two days of working on the project. After the accountants had checked it, it proved to be the most financially viable option. That very same engine design would go on to power the Beetle for the next 40 years. Ferdinand Porsche had been working on various other cars for other manufacturers before the Volkswagen, and incorporated some older designs within this new project. Other vehicle designs were utilized for this project, the backbone chassis and the idea of independent front and rear suspension came from the torsion bar front suspension patented by Porsche back in 1931. The body styling dated back to 1931, to a car called the "Wandere", which never reached production and the only prototype built was used by Ferdinand Porsche for his personal transport. Hitler also had plans for the styling of the Volkswagen, he is reputed to have said "It should look like a Beetle, you have to look to nature to find out what streamlining is." Hence the name Beetle.

Over the years larger engines were fitted to Beetles and minor interior and exterior changes were made, although none too dramatic. Also see: Volkswagen Road Tests and Reviews The vehicle that represents freedom and the open road for millions; instantly recognisable, the Kombi, camper van or Magic Bus remains desirable for families, single surfers and backpackers alike. The first generation of the VW Type 2 with the split front window, called the Microbus or Kombie among Australian fans, was produced from March 8th, 1950 through the end of the 1967 model year. Like the Beetle, the Transporters used the Volkswagen air-cooled four-cylinder boxer engine mounted in the rear. In 1962 , a heavy-duty Transporter was introduced as a factory option. It was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. Among enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a.

3-window bus because of three side windows) with the deluxe model or 13-window having eight rear side windows a split windshield, two front cabin door windows and one rear window. The Samba-Bus or Deluxe Microbus also featured unique a fold back cloth sunroof. Vauxhall Wyvern Series L1X Also see: Vauxhall Road Tests and Reviews The Vauxhall Wyvern, Series L1X, was a smaller engined (1442-cc 4-cyl.) stable mate of the Velox saloon (Series LIP) Externally it was similar to the Velox except that the wheels were painted in the body colour (v. cream), no bumper overriders were fitted and the tyre size was 5·00-16 (v. 5·90-16). Compared with 1949, 1950 editions had larger headlamps with separate sidelamps, plus various mechanical modifications.

Wolseley Six-Eighty Also see: Wolseley Road Tests and Reviews The Wolseley Six-Eighty was a larger companion model to the similarly-styled four-cylinder engined Four-Fifty saloon and powered by a six-cylinder 2215-cc, 72-bhp twin-carburettor engine. It also had a 9 ft 2 in (v. 8 ft 6 in) wheelbase and a greater overall length. The separate sidelights were fitted from September. The Six- Eighty was continued until October 1954 when it was replaced by the Six-Ninety. Australian Automobiles in 1950-60s - History of Cars Australian Automobiles in 1950-60s Thu, 20/09/2012 - 15:13 1950’s post WWII Australia saw households wanting to own a car more than it had ever seen before. At the beginning of the 50’s 1 in 10 homes had a car.

During the early years of the decade, the cars that were on the streets were mainly small 4 cylinder cars that had been shipped from America, Germany and primarily Great Britain. These included the Volkswagen Beatle (that had survived Hitler’s Germany), Morris Minor, Ford Prefect, Triumph Mayflower and the Austin A40. For people with more money, there were several 6 cylinder cars available including Ford Zephyr, Vauxhall Victor, Rolls Royce, Jaguar and Rover. The US continued to dominate production after the war and shipped cars such as Pontiac, Chevrolet, and Dodge manufactured cars to Australia. At the beginning of the 1950’s Holden’s FX was in full production with even greater demand, over a 100 cars a day were being produced at this time. These cars were more rugged then the small 4 cylinders, with the FX coupe utility (ute) also being produced and was the choice for Australian rural areas. With this car, registrations reached over 205 thousands nearly 70% - which was more than the total in 1949. This surge in car sales after the war was in large part due to the great technological advancements that were made in mass vehicle production.

By 1952 the Holden FX sales reached 32,000 and $11 million was invested in expansions, which then led to the need for a new design of cars. European Car Migration European migrants moving to Australia after the war led to the shipping of cars into Australia which in turn saw dealerships popping up in major cities. These car manufacturers included Volkswagen, Renault, Peugeot and Citroen. Volkswagen set up an assembly plant in Australia. Seeing the need for a fresh new car, the Holden Business Sedan was released in 1953, closely followed by the FJ Holden. With the release of these new cars that year saw GM-H make its biggest profit since that start of the company. This was a huge boost for not only the future of Australian made cars but also workers, with 1,700 new jobs being created. By the middle of the 50’s Holden had expanded extensively and was shipping cars to New Zealand, with 1 in 3 vehicles on Australia roads being a Holden.

100 Years of Holden In the 100th year since James Holden set up the original saddlery business that led to the future company GM-H, 1956 just as the new invention of the tubeless tyre has been invented, Holden released a brand new car. The Holden FE cost 4 million dollars to develop and was the first completely new car since the original FX was released. Also this year Holden began shipping further than New Zealand to countries including Malaysia and Thailand. During this time, American car manufacturers had Australian car body builders making chassis for their vehicles including Chrysler. There were 3 major manufacturing companies situated within Australia, these included Ford and of course Australia’s own Holden. By the end of the 50’s Holden has exported nearly 15,000 cars and began to build Utes in countries such as Indonesia. With technology only getting more advanced Holden began offering transmitter radios as an extra option within their vehicles. Ford were producing huge American muscle cars which became popularly known as ‘Yank Tanks’, the smaller 4 cylinder European cars that had been imported to suit migrants were beginning to disappear from Australian roads.

This was largely due to the use of vehicles in rural farming areas, and workers utilising the power of these larger vehicles to help with efficiency on farms and travelling into cities. Cars were becoming faster and more modernised, and with the space race starting, things were just taking off in the car industry. Can you save on your Car Insurance? Information Classic Triumph Mayflower cars for sale | Classic and Performance Car Triumph Mayflower: Buying guide and review (1949-1953) Triumph Mayflower: Buying guide and review (1949-1953) Classic and Performance Car Classic and Performance Car If you thought the luxury small car was a modern phenomenon, here’s the proof that there’s nothing new under the sun. As long ago as 1949 Sir John Black introduced the Triumph Mayflower in a bid to prove that you didn’t have to buy a large car to enjoy a spot of luxury. When Triumph went bust in 1939 it was bought up by Thomas Ward Ltd which then sold it on to Standard chief Sir John Black, who amalgamated the two companies to become Standard-Triumph.

His plan was to take on Jaguar at its own game, by offering luxurious cars at an affordable price, typified by the Razoredge saloons of 1946 and the Mayflower of 1949. In the post-war years, Britain’s car makers were building largely for export markets – and specifically the US. Black’s plan was to export the Mayflower to America, where it would be lapped up by consumers keen to enjoy some luxury in a small-car package. But by the time the first Mayflowers had crossed the Atlantic, American carmakers were able to offer luxury and space without consumers having to pay a massive premium. No wonder just 510 Mayflowers found buyers in the US. At least Triumph’s smallest car would prove more popular in Australia, New Zealand, Canada and other Commonwealth countries, but a mere 16,395 Mayflowers were sold in the UK. Unfortunately few of those remain, so if you want a Mayflower of your own, you’ll have to be prepared to search. Which one to buy? Because there was no development of the Mayflower during its four-year production run, there’s nothing to separate one car from another in terms of specification.

As a result it’s the condition that you need to focus on, although in reality you won’t have many cars to choose from at any one time. Indeed, if you’re after a Mayflower that’s on the button ready to go you might have to be prepared to wait for the right car to come up, as globally it’s reckoned there aren’t much more than 100 survivors. When a Mayflower does come up it tends to need some recommissioning if not a full-on restoration. Still, at least when a really good car does come onto the market it’s not worth a huge amount, so you shouldn’t have to dig too deeply to secure it. Common problems • The Mayflower’s body panels are made of thick steel so they tend to be durable, but the underside needs to be checked carefully thanks to the semi-monocoque construction – the separate chassis is welded to the bodyshell to create this. • Analyse the wing seams, door bottoms, sills and wheelarches along with the front inner wings, boot floor and the bottom edge of the boot lid.

If there’s any sign of corrosion around the beading below the rear window, things will be much worse out of sight – and this area is awkward to repair. Unsurprisingly there are no panels available for bodywork repairs, although some sections are offered through the club. • The small engine has to work hard so it’s no surprise that it tends to wear quickly. You’re looking for the classic signs of wear, which means blue exhaust smoke betraying oil being burned because of worn piston rings and/or cylinder bores. • The alloy cylinder head can corrode internally because of anti-freeze levels dropping within the coolant. Be especially wary of cars that have been standing for years. • Setting up the tappets properly is awkward which is why some owners don’t worry too much about it. As a result a clattery top end is common, along with burned-out valves. • Steering boxes are weak and rebuilds are expensive, so see how much play there is. The box itself wears but so do the idler arms, although reconditioned items are available. • The kingpins in the front suspension wear, so see how much play there is. However, because they’re shared with the TR2 it’s not hard to find replacements.

• Some interior and exterior fittings are now incredibly hard to find. At least what’s fitted tends to last well, but it’s likely that by now some rechroming will be required unless the car has already been restored. Check the interior and dashboard trim, as well as the seats. Perished window seals can be a problem, but these can be bought readily enough. Model history 1949: The Triumph Mayflower is introduced in October. Offered as a two-door saloon only, motive power comes from a 1247cc four-cylinder engine. 1950: Mulliners builds 10 dropheads with a view to introducing a convertible Mayflower, but the project isn’t financially viable so it’s canned – none of the cars survive. 1951: Press-button door handles are introduced and a 3.5Kw heater replaces the previous 2Kw version, but these are the only developments during the lifetime of the Mayflower. 1953: The final Mayflower is produced after a production run that totals just 34,000 or so examples. * There was also a utility version produced for the Australian market, assembled in Australia.

A number of these survive over there, but none are in the UK.

Question: Which company made the 1950's car the Mayflower?
Answer: Triumph