Lanchester · 1932–1936

Lanchester Ten

The Lanchester Ten and Lanchester Eleven were sold by The Lanchester Motor Company Limited from the Ten's announcement in September 1932 until 1951. Quite different from previous Lanchesters, the Ten was the second (it followed the Lanchester 15/18) of Lanchester's new owner's new Daimler-linked Lanchester range. The names Ten and Eleven referred to the engine's rating for the annual tax and did not relate to the engine's power output. Part of the thinking behind BSA's acquisition of Lanchester was, in consideration of the international economic depression, to extend the BSA group's range of cars into the sectors between those filled by Daimler and the three-wheeled 'cars' of BSA Cars without affecting Daimler's super-luxury image. Ultimately the smallest Lanchester became far too expensive for the size of car it was, few were sold and production ended in 1951.

Text from Wikipedia (CC BY-SA 4.0).

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Lanchester Ten

The Lanchester Ten announced in September 1932 shared its basic chassis with the BSA Ten which would be announced the following month. The design of its four-cylinder engine it shared with the six-cylinder Lanchester 15/18 (Daimler Light Twenty 16/20), which had been in production for twelve months, and its engine represented just four-sixths of the 1805 cc Daimler Fifteen announced with this Ten. The smallest Lanchester ever produced it was also the one produced in the greatest numbers, with approximately 12,250 sold.

Design and specifications

Additional details to those in the tables Engine. The new engine's four-cylinder design was on the same general lines as the six-cylinder Lanchester 15/18 (not Eighteen) though with a much reduced bore and stroke taking down the swept volume from 2,504 cubic centimetres (153 cu in) to 1,203 cubic centimetres (73 cu in). Its crankshaft was provided with three main bearings. A 1287 cc, 40 b.h.p. (at 4,000 r.p.m.) engine sharing no components was used in the postwar LD10, with a 7.4:1 compression ratio, and 60 lbs. ft. maximum torque at 2,000 r.p.m. A 1444cc enlarged version of the 1203cc design was used from late 1936 to 1939 and the LA10 shown in the photo accompanying this article is fitted with the 11hp engine. The overhead valves had single springs but there were return springs to keep the rockers to the pushrods.The valve springs can be replaced without removing the head because circlips on the valve stem prevent them falling.Engine accessories were mounted: distributor on a level with the cylinder head, the coil just in front. The petrol pump, oil filter and oil diprod were mounted aft of the distributor. Engine timing was by chain. The flywheel and gearbox formed a single unit with the engine which was slightly inclined and held to the chassis at four points on rubber for the 1932/33 models thereafter with a fifth rubber support under the gearbox on all subsequent models. Transmission. This was the first small car to have the Daimler fluid flywheel transmission. The preselection finger and thumb lever was just under the steering wheel on the near side and so worked by the left hand. There was a stop for reverse. Power was delivered to the wheels by Daimler fluid flywheel and Wilson four-speed preselective self-changing gearbox through a propeller shaft which was op

Performance

The motoring correspondent of The Times also reported "the saloon will keep up 50 easily, even under load, and will do about 60 on the level." The Ten h.p. Lanchester 6-light saloon is a car de luxe by its transmission which gives the greatest smoothness and simplicity, rapid acceleration, and additional safety, and also by its design, general finish, and quietness in running.

Pricing

chassis £240 standard saloon £315 with sliding roof and green leather upholstery six-light body sports saloon £345 four-light body—introduced September 1933 fixed head coupé £335 sports open car £350 by Martin Walter Engine upgrade for 1936. A twenty percent increase of engine capacity from 1203 cc to 1444 cc was announced on 14 August 1935. Although the engine's Tax rating was now 10.8 hp the new reduction in the rate of tax meant the annual tax charge was less. The engine fluid flywheel and gearbox assembly has a five-point bi-axial rubber mounting. All models were now fitted with new tubular front seats giving back seat passengers extra toe-room. The popularity of the cars enabled appreciable price reductions. Steering which was by cam and lever now by worm and nut. The propeller shaft is now provided with needle-roller bearings. There is a stabilising front bumper. Four-wheel brakes are now mechanical by Girling. Maximum speed was reported as having moved up to 65 mph. Road test. The Times reported the larger engine did not run as sweetly as its predecessor but that it had appreciably more liveliness and speed. There was still a slight hum with the engine running and the transmission in neutral but if anyone minded that the car can be held stationary with a gear engaged. Petrol capacity has been increased from 8 to 10 gallons and it was noted the weight of the six-light car had increased by 2 long hundredweight (220 lb; 100 kg).

Lanchester Eleven

New-shaped six-light saloon and four-light sports saloon bodies were quietly announced in the third week of September 1936 and the model was named Eleven instead of Ten. The bodies were larger and heavier than before. The news of their availability seems to have been deliberately swamped by the prior announcement of the replacement for Lanchester's Twelve-six, the Fourteen saloon and sports saloon, both were variants of the Daimler Fifteen cars. The new Eleven grille is shown in the bottom left corner of the large display advertisement of the new Fourteens and very little of the rest of the car can be seen. The new Lanchester Elevens were smaller but almost identical in appearance to the slightly larger Lanchester and Daimler cars. Small improvements had been made to last year's 11-horsepower (8.2 kW) engine including the replacement of the S.U. carburettor by a Solex instrument which increased the power output to 43 bhp (32 kW) at 4000 rpm and improved the smoothness of running. The engine coolant now had a pump and thermostatically controlled bypass.

Pricing

Motor Show October 1936: chassis £240 standard saloon £330 six-light body 2/4 seater fixed head coupé £330 Motor Show October 1937: reduced prices made possible by "the increased popularity and larger sales" of the Eleven Saloon fabric topped £275 Saloon panelled £285 six-light Sports saloon four-door four-light £290 The panelled saloon and the sports saloon have new features such as wider doors and a central folding armrest and the weight of the standard saloon is now 24+1⁄2 long hundredweight (2,740 lb; 1,240 kg). Motor Show October 1938: two body styles available Standard saloon 441 with six side windows £295 Sports saloon 442 with four side windows £298

Sections adapted from Wikipedia (CC BY-SA 4.0); text is shortened. Read the full article for the complete history and citations.

Specifications

name: Lanchester Ten, LA10
Manufacturer: The Lanchester Motor Company Limited
Production: 1932–1936, Approximately 12,250 units built
Assembly: United Kingdom: Coventry
Predecessor: none
Body style: Catalogued:, 4-door six-light saloon, 4-door four-light sports saloon, 2-door 2+2-seater fixed head coupé, 2-door 4-seater open car by Martin Walter, Chassis provided for coachbuilders
Layout: FR layout
Engine: 1203 cc, (and 1444 cc, 1936 only), four-cylinder in-line overhead valve, water-cooled
Transmission: 4-speed preselective Self-changing gearbox and Fluid Flywheel through an open propeller shaft to a worm-drive for the half-floating back axle
Wheelbase: 102+1/2 in, track 48+1/2 in
Width: 57+3/4 in
Length: 157+1/2 in
Kerb weight: 21 long cwt
Related: Lanchester 15/18, (Daimler Light Twenty 16/20), Daimler Fifteen, BSA Ten
sp: uk