Early Postwar Armstrong Siddeley Cars

Armstrong Siddeley was a British maker of luxury (and somewhat lesser) cars, production having ended in 1960.

Today's post deals with its set of models introduced shortly after the end of World War 2.  All were mounted on a 115-inch (2921 mm) wheelbase, save a few later sedans.

Model names were assigned on the basis of body type.  Drophead (convertible) coupes were called Hurricanes, named after the Hawker fighter.  The fixed-top coupe was the Typhoon, named for a later World War 2 British fighter-bomber.  Saloons (sedans) were named after bombers.  The first such was the Lancaster, and a few years later the Whitley was added to the lineup.  All told, 10,528 such cars were made between 1945 and 1953.

I wrote about an ugly 1950s Armstrong Siddeley body style here.

Gallery

1947 Armstrong Siddeley Hurricane - car-for-sale photo
Styling was essentially prewar.

1946 Armstrong Siddeley Typhoon - HandH Auctions photo
The fixed-head coupe passenger greenhouse features a fairly flat roof and large windows, giving it an airy appearance.

1949 Armstrong Siddeley Lancaster - car-for-sale photo
Aside from the top of the A-pillar and roof, the saloon version is the same as the coupe forward of the B-pillar.  For example, the front door forward cutlines are the same, though the saloon's door is more narrow.

1951 Armstrong Siddeley Whitley - car-for-sale photo
Whitleys were added for 1949.  They were what the British call four-light (four-window) saloons.  The main difference from the Lancaster is the shape of the top in the C-pillar area and the forward area of the trunk profile.  B-pillars are thinner too.

1947 Armstrong Siddeley Hurricane - car-for-sale photo
In a gesture to late prewar styling trends, grille bars are horizontal.

1946 Armstrong Siddeley Typhoon - HandH Auctions photo
I suppose the idea was to yield a more "streamlined" look.

1947 Armstrong Siddeley Lancaster - car-for-sale photo
But the result was too ponderous.  Vertical bars or thinner horizontal ones might have been improvements.

1951 Armstrong Siddeley Whitley - car-for-sale photo
Note the front fender sculpting.  I'll say more about that farther down.

1947 Armstrong Siddeley Hurricane - car-for-sale photo
The rectangular panel below the trunk lid might be for spare tire access.

1946 Armstrong Siddeley Typhoon - HandH Auctions photo
Same rear as on the Hurricane.

1949 Armstrong Siddeley Lancaster - car-for-sale photo
The trunk area is superficially similar to that of the coupes.  But the lid hinges are at the bottom and concealed, the handle is above, rather than below.  Fuel filler caps are in the same place, however.

1952 Armstrong Siddeley Whitley - South Western Vehicle Auctions photo
This seems to be the 122-inch (3100 mm) Whitley, having six windows.  The trunk lid is similar to that found on coupes, but extends farther down.  The fuel filler cap is relocated to the fender.  Note the dent on the front fender.

1949 Armstrong Siddeley Lancaster - car-for-sale photo
Now for the unusual front fender sculpting.  As you can see, fender sides are dished in to form catwalks.

1947 Armstrong Siddeley Lancaster - car-for-sale photo
Seen from a more normal viewing perspective.

1951 Armstrong Siddeley Whitley - car-for-sale photo
The sculpting as seen from the rear.

1946 Armstrong Siddeley Typhoon - HandH Auctions photo
More decorative than functional, I rate the sculpting as interesting and distinctive, yet not attractive.

What Were They Thinking: Armstrong Siddeley Sapphire 234

The United Kingdom along with its allies won World War 2, but the aftermath was economically painful.   For automobile makers in the UK and elsewhere, prewar model production resumed while efforts were made to get new designs into production.  Given the weak state of the British economy, development funding was hard to find once wartime profits had been burned off because sales levels were low domestically.  Much production, such as it was, was earmarked for North American and other overseas markets with the objective of bringing cash to the country.

Armstrong Siddeley, a defense manufacturer and carmaker, didn't come up with a true postwar model until 1955 when it launched the Sapphire 234 and 236 models.  These sold poorly: 803 and 603 units respectively during a three-year run.

Those model numbers are confusing, because the 234 four-cylinder model was a much better performer than its six-cylinder 236 counterpart.  This difference is reflected in current sales and auction prices for the few remaining cars.

So far as this blog is concerned, styling of the 34s and 236s was odd, even strange so far as the rear two-thirds of the body is concerned.  At this late date, I don't know why the design was the way it was.  Poor styling talent?  Bad management decisions?  A small development budget?  The result makes me wonder: What Were They Thinking?

Let's take a look.

Gallery

Armstrong Siddeley Sapphire 346 - factory retouched photo
This is the 1953-58 car Armstrong Siddeley relied on to the tune of 7,697 being sold.

Armstrong Siddeley Sapphire 234? - factory photo
And here is the subject of this post.

1956 Armstrong Siddeley Sapphire 236 - HandH auction photo
Forward of the cowling, the design is typical of late-1940s - early 1950s British styling that featured a traditional grille mated to curved front fenders.

Armstrong Siddeley Sapphire 234 - unknown photo source
As mentioned, the problem is abaft of the cowling.  The passenger compartment greenhouse seems crudely formed and old-fashioned for 1955.  Note how flat the side is on the front door.

Armstrong Siddeley Sapphire 235 - also unknown
I think the strange detail is the forward section of the rear fenderline, that transition to a short horizontal fold on the rear door.  If it were in conjunction with a horizontal chrome strip running along the length of the side, it would make sense.  But there was never such a chrome strip, so far as I can tell from Internet images.

1957 Armstrong Siddeley Sapphire 234 - for sale photos
Now for an abbreviated walkaround of a 234 found in Australia.  As noted, the front is conventional British.

The hood is long.  From the cowl forward, the design reminds me of the MGA sports car's front.

The trunk could have been more squared off, providing more carrying capacity while improving the looks of the car.  The shape of the backlight window is awkwardly old-fashioned.