Adrian Squire Unique Cars and Parts

19 Фев 2015 | Author: | Комментарии к записи Adrian Squire Unique Cars and Parts отключены

Adrian Squire (1910 1940)

Adrian Morgan

Adrian Squire’s 1.5 litre car was arguably the best looking two seater to be built in the 1930s. The rakish and perfectly proportioned Plas bodies gave the a thoroughbred ambience they deserved. The thickly slatted and set V shaped radiator considerably the front of the car while raising one of the finely louvred bonnet a supercharged twin overhead engine, complete with finned induction manifold.

the Squire looked so good it is a little difficult to accept there could be anything with it. Alas, the impressive but over stressed British engine that lay under the was the thorn in the Squire’s side.

Morgan Squire was born in in Hoddesdon, Hertfordshire, UK, the youngest of two and two daughters. His father, George worked as an engineer for a gravel company. Adrian first of building his own sports car in the 1920s his schooldays at Downside, a Roman public school located in the UK. was his enthusiasm that at the age of sixteen he produced a six page catalogue of the British’ 1 ½ litre

One of the car’s attributes was a low centre of ‘which ensures maximum on corners’ and a 68 x 103mm 1496cc

G. F. A. ‘Jock’ Manby-Colegrave

Although he to have been totally to the motorcar, Adrian studied engineering at Faraday House, after leaving school. his stay there was destined to be a one, as he soon left and Bentley Motors as an apprentice. in September 1929 he left and went to the MG Car Company at Abingdon as a draughtsman.

In 1931 he was on the move for wealthy young G. F. A. ‘Jock’ who had been at school with agreed to back Adrian’s for the ‘1 ½ litre It was decided that the car should be at Remenham Hill, a few miles the Thames side town of

Reginald Slay

A cottage was at the top of the tree lined Remenham and this was turned into a station while a workshop was away behind. It was in this and rural area that the began to take shape. and Manby-Colegrave (who were both in their early were soon joined by Slay, a ‘freelance’ car salesman of maturer years; he was 27 at the time.

looked after the sales of the business as a showroom had been in Henley. It was hoped that from new and second hand car would help finance the of the Squire car slowly taking at the Remenham Hill works.

British Anzani

In view of his facilities, it is unlikely that was thinking of building his own engine, but in 1932 an announcement in the motoring caught his eye. Details being released of a twin camshaft engine of 1 ½ capacity that had just announced by British Anzani. It long before Squire and found themselves in the office of young managing director, Ross, hearing details of the new

Squire said he would the engine and promptly ordered Had the R1 engine been left in form it would probably been reliable enough, but was intent on performance as well as looks. Therefore the Anzani was at 10 psi, a compact David roots type blower driven off the front end of the crankshaft.

coupled with other was said to boost the bhp from 70 to but blowing at this pressure sow the seeds of unreliability that the Squire for its two year production Although Ross had intended the R1 to be from the outset he was thinking of a pressure of around 6 psi. As a gasket blowing and overheating a major and recurring problem.

Also the valve gear was noisy; a symphony of double gears and tappet clearances of and forty thousandths of an inch.

The ENV 110 Gearbox

No doubt with an eye to acceleration, Squire used an ENV 110 gearbox. There was no clutch, a working bottom gear having to do duty as such. A channel box section chassis was suspension being by half springs all round.

Squire the use of sliding trunnions on these a reminder of the time he had spent at MG ; the being used on the C type of 1931. Starting and lighting looked after by a Rotax mounted between the two front another inheritance from his doodlings.

The Azani engine as to a long-wheelbase Squire. Unfortunately it was after fitment of a David roots type blower set to 10

Britain’s Most Expensive Car

He designed brakes with a over 15 in drums that the entire internal diameter of the The trouble was that these proved, on occasions, almost too They used Lockheed

On at least two cars, strengthening plates had to be added to counter the retardation. When the Squire was in September 1934, two body (either open or closed) and by Vanden Plas were The car was available in two chassis lengths, the shorter of the two cost UK£1200, it almost Britain’s most sports car — twice the of a 2 litre Aston Martin .

If there were some about the reliability of the Squire’s the same couldn’t be said for the for which Adrian Squire full praise. Motor had no doubts about the car. the straightest roads are not without fast bends, but you could them at 75 mph.’ ‘Even we took fast bends at seemed excessive speeds the car to slide or display any other Each car was sold with a certificate saying it had exceeded a speed of 100 mph at Brooklands .

The British Trophy Race

Once the the aforementioned works demonstrator, was the next car, naturally went to Jock Manby-Colegrave. the Hon Sherman Stonor, who lived at Stonor Park, purchased the short chassis Vanden bodied two seater, but then were no more orders. No with an eye of getting some on the race track, Squire to enter a single seater for the British Empire Trophy at Brooklands in July 1935.

the car, driven by Luis only lasted nine as the crankshaft broke, although as a saver it was announced that a big end had

The BRDC 500 Mile Race

It was two months before the single was seen at the track again and was in the BRDC 500 mile race. On occasion the Squire managed to on for 54 laps before the chassis However, it was a case of third lucky in October when was placed third in a Second Handicap race.

Meanwhile in the of 1935 another Squire was this time a long version. VaI Zethrin of Chislehurst, UK had seen the cars being at Brooklands and he felt that the was the safest car he had ever driven. The holding of the long chassis car was superior to the short chassis, in view.

A second long was sold in 1936 to Sir James of Faringdon, Berkshire, UK. Another chassis car was also built up that year, but alas, the end was in and a creditors meeting was held in 1936 and the Squire Car Manufacturing went into voluntary During the two year period seven cars had been two long chassis and five

Work also stopped on a 1 litre racing car for the Duke of with a Squire designed cam 1 ½ litre six cylinder with twin superchargers driven from the centre of the much like the P3 Alfa The chassis used Porsche front suspension. while a de rear axle was also

Although this car was designed for the current voiturette formula seems evidence to suggest the Duke had record breaking for this car. Unfortunately he was at the wheel of his type 59 Bugatti in 1936. However, this was not the end.

Val Zethrin, who already one of the two long chassis automobiles, all the remaining spares and chassis. Two remained at the Remenham works, and in a Corsica bodied Squire Zethrin built his own body on the chassis.

Adrian Squire re-joined W. O. Bentley at Lagonda and went to work at the Bristol Co. He was … at the age of 30 in a daylight raid on the in 1940; his potential remaining

Anzani W 3
Anzani W 3

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