Sedan was designed for export
The Standard Vanguard was one of the postSecond World War-designed British sedans imported to North America following the war. It arrived in 1949 and seemed ideally suited for our driving.
Standard Motor Co. Ltd., of Coventry, dated back to 1903 when its first car had a one-cylinder, very oversquare engine with 127 mm by 76 mm (5 x 3 inch) bore and stroke.
They progressed to four and six cylinders and even a V-8 briefly during the 1930s. Its 1939 Eight was the first small British sedan with independent front suspension.
During the war, Standard, led by Sir John Black, manufactured Bristol aircraft engines. When peace came in 1945, it returned to car production. It had acquired the Triumph Motor Co. in 1944, and Black wanted a sports car to challenge Jaguar. This became the classically styled Triumph 1800/2000 Roadster, but Black’s hopes were dashed when Jaguar introduced the fabulous Jaguar XK120 in 1948.
The Vanguard was influenced by the British government’s vision of what car manufacturers should be building to promote badly needed exports. According to Karl Ludvigsen’s book Battle for the Beetle, Sir Stafford Cripps, Board of Trade president in Clement Attlee’s Labour government, outlined the government view in a 1945 speech to the Society of Motor Manufactures and Traders. He told them they should be producing ”tough, goodlooking cars of a decent size … we mustn’t disperse our efforts over numberless types and makes.”
The industry was outraged that government, especially a socialist one, should dictate what it built. But one, John Black, seemed to concur. He later declared that Standard would be discontinuing its eight-, 12- and 14- (taxable) horsepower models in 1948 to concentrate on the new Vanguard.
The first Vanguard prototype was completed in 1946, with the public introduction in 1947 as a 1948 model. It was a very short testing period. The result, according to Ludvigsen, was that development and assessment was not as extensive or demanding as it should have been.
The Vanguard four-door body-on-frame sedan, followed by a station wagon and pickup, had modern and pleasant styling. Its envelope body had integrated fenders, horizontal bar grille and fastback styling reminiscent of American Fords. The exposed rear wheels would soon be enclosed by fender skirts for more flowing lines.
It seated five or occasionally six, making it more practical than four-passenger Austins, Morrises and Hillmans.
It was a compact 4,166-mm long with a relatively short 2,388-mm wheelbase. A bench-type front seat with folding centre armrest comfortably accommodated three people, but the short wheelbase necessitated between-the-wheels rear seating, making it a tight fit for three passengers.
Power came from a 68-horsepower overheadvalve, inline 68-horsepower four displacing 2,088 cc. With a bore and stroke of 85 x 92 mm, it was a sturdy and modern design with wet cylinder sleeves to facilitate engine overhaul. It drove through a three-speed, all-synchromesh, columnshift transmission.
The engine was a real workhorse. Initially designed for the Standard-built Ferguson tractor, it also powered the Triumph sedan and sports cars and Morgan car.
Vanguard suspension was independent in front with A-arms and coil springs and leaf springs and solid axle at the rear.
For the 1954 Triumph TR2 sports car, the Vanguard engine’s bore was slightly reduced to bring displacement down to 1,991 cc to qualify for the 2.0-litre racing class.
With internal strengthening and tuning touches such as higher compression and twin S.U. carburetors it was brought up to 90 horsepower for the TR2.
The Vanguard’s performance was adequate for modern traffic. The motor recorded zero to 97 km/h in 21.5 seconds with 127 km/h top speed. It could cruise happily at 97 km/h and give 30 mpg. A Laycock de Normanville overdrive soon became optional for quieter, more economical, enginesaving highway travel.
In 1953, the fastback gave way to a notchback sedan with four side windows rather than six. It was little changed mechanically except for a hydraulic clutch. A 2.1-litre diesel four was briefly available.
The third-series 1956 Vanguard got sculpted body sides with the wheelbase stretched to 2,591 mm (102 in.). It was now unit construction and a higher performance 90-horsepower Sportsman version became available.
In 1961, Standard Motor Co. was swallowed by the Leyland organization and the Vanguard’s four was replaced by an 80-horsepower, 2.0-litre six. It was Vanguard’s final phase; it lasted until 1963.
Although the Vanguard was obviously designed for export, it had very limited success in the U.S. market, although it did better in Canada and Australia. It was probably priced too close to American cars and lacked their performance, although its fuel economy was better.