Sold Out: The underground economy Resellers Supreme # 39; s: full length
At first there was Alderman John Marston, JP John Marston was an apprentice to Jeddo work of Wolverhampton as lacquer metal Japanner In 1859, at age 23, he bought two existing tinplate manufacturers and established himself.
Marston, an avid cyclist, built his first bike in 1887 According to legend, when the wife of Marston, Ellen, saw the first bicycle she remarked on how black enamelled frame reflected the sun So the name Sunbeam is Done born, or just a nice story Nobody knows.
Bicycle sunshine were the finest money could buy with a price tag to match Notable Sunbeam owners included Edward Elgar.
The Marston companies were prosperous and in 1899 his right hand man, Thomas Cureton, convinced him to embark on the manufacture of Henry Dinsdale was poached cars off the Wearwell Cycle Society to build a prototype.
A number of cars were built between 1899 and 1901, but no attempt was made to sell Maxwell Maberly-Smith designed the first Sunbeam to reach the production cycle This car, called Sunbeam-Mabley misspelled unfortunate for Mr Maberly-Smith was probably the least conventional Sunbeam Its wheels formed a diamond pattern, making the so-called skid-proof if this feature has never been tested, history does not confirm.
The Sunbeam-Mabley is on sale in 1901 for £ 130 130 cars were built which was respectable at the turn of the century Despite its unconventional design, it has been reasonably successful.
Sunbeam realized for serious production a more conventional design would need T C Pullinger was appointed director of works in 1902 under Pullinger, Sunbeam began marketing French Berliet as their badge engineering is not a recent invention.
The base Sunbeam Berliet December 16 was produced from 1903 to 1904 and established Sunbeam as a serious manufacturer Sunbeams two six cylinders were produced in 1904, but production centered on the four A new engine and gearbox were introduced in 1905 and the car became 12. 14
In 1905, the Sunbeam Motorcar Company Ltd was created as a separate entity from John Marston Ltd. Pullinger left onto Humber Angus Shaw, former designer chief Pullinger, was appointed chief designer and its products has established an enviable reputation Sunbeam quality However, Sunbeam were about to acquire a new designer that would make the company one of the big names.
Louis Coatalen was born in Britain in 1879 in France, he worked for Panhard Clement and De Dion Bouton Arriving in England, he worked purely by chance for Humber and Hillman before joining Sunbeam in 1909.
Coatalen set to work designing many new models, such as the12 16, who is widely regarded as one of the best cars of the time in 1911 Sunbeam built 650 cars a year, while the factory has covered 4 5 acres.
Coatalen soon its attention on the race cars, many of which itself led his first, the Nautilus was a nose-pen device experimenting with Nautilus, he discovered he ran better if the wheels were balanced Coatalen has also was the first to put the oil pump in the sump and was an early proponent of the shock absorbers.
Nautilus was replaced by Toodles II was much more successful.
Four Sunbeams were registered for the French Grand Prix and Coupe De L Auto in June 1912, the cars came 1st, 2nd and 3rd of the Coupe De L'Auto and 3rd, 4th and 5th Grand Sunbeam Price instantly became internationally famous.
In 1913, Peugeot dominated the race even if a Sunbeam finished 4th at Indianapolis this year Sunbeam also began to participate in records.
Coatalen gained Peugeot and studied closely before designing new cars in 1914 for his friend Dario Resta Peugeot to England to show in the country in Wolverhampton, Resta inadvertantly left the Peugeot convenient place for her to take home from Coatalen there he was stripped overnight with every significant part being measured and sketched by morning, he had been reassembled Kenelm Lee Guinness as in KLG spark plugs won the Tourist Trophy in 1914 in one of the Peugeot-inspired Sunbeams.
Motor racing was about to take a backseat, but with Europe on the brink of war, efforts should be directed elsewhere Sunbeam.
In 1914, Europe has plunged headlong into war and more motorcycles and automobiles, Sunbeam had built a business of aircraft engines booming War created a sudden demand for aircraft engines Many were mounted on seaplanes and Bristol fighters.
Sunbeam cars have also played a role in the war, 12 16 and 16 20 were used as staff cars and ambulances, not only in Britain but also by the Australian Army to free up space factory for aircraft engines, production of 12 16 was transferred to the Rover works Some say that Rover cars built not as good as the Wolverhampton models.
Arguably, the greatest moment for Sunbeam in the air came later, in 1919. The airship R34 made the first flight across the United Kingdom to the United States and back to 183 hours This feat was not be repeated until 1928 when German Graf Zeppelin made a double crossing R34 was powered by five engines Sunbeam Maori DOHC V12 many other components of the R34 were also made in the Sunbeam works.
In early 1918, the Marstons were rocked by the death of their third son, Roland, at the age of 45. On March 8, the day after the funeral of Roland, John Marston died Ellen died a few days later.
Sunbeam was in a strong financial position after the war, they also gained valuable technical experience that put them in good stead for years to come Sunbeam Production began in 1919 with the 16hp based on 12 before the war 16 and 24HP pre -war 25 30.
Friday, August 13, 1920, Sunbeam merged with the French company Darracq Alexandre Darracq built his first car in 1896 a Darracq, known as Genevieve became car most famous veteran of the world when he played in the movie of the same name says Genevieve was actually two Darracq, having been built from the remains of two Alfa Romeo and Opel cars started in the automotive industry by building Darracq under license.
After M Darracq retired, the company was taken over by British interests in 1919 Darracq bought the company based in London Clément-Talbot Clément-Talbot was founded in 1903 to import and subsequent production licensing, French Clements.
The new company was named STD Motors Ltd. The group also included the producer of commercial vehicles W G Du Cros, spring manufacturers Jonas Woodhead and equipment and dynamometer makers Heenan Froude.
With the combined resources of the STD group Coatalen returned to the STD racing race cars were badged variously as Sunbeams, Talbots and Darracq according to marketing needs.
The designer Ernest Henry would have joined Sunbeam at that time, from Henry balloting had previously worked for Peugeot on the cars that had influenced the 1914 Sunbeams I have received a fiery correspondence on the subject of Henry that left me in doubt the level of direct involvement with Sunbeam Some say he was fully employed by Sunbeam, others argue that it merely as a consultant Whatever the case, the race cars produced when Henry is believed to have worked for the company did not produce the expected results.
In 1922, sports variants cam head of the Sunbeam 16 and 24 were introduced Another addition to the catalog was a smaller model, 14.
After Henry Bertarione and Becchis were poached Fiat This move seems to have paid because in 1923, Major Henry Segrave won the French GP Sunbeam Sunbeams also took second and fourth places This was the first time a British car driver had won the grand Prix of Europe and Sunbeam and Segrave were idolized by fans throughout the empire.
Sunbeam continued with victory in the Grand Prix of Spain 1923 Divo at the wheel In 1924, the cars were supercharged, but failed to finish in France Segrave compensated by winning in Spain this year.
In 1924, Sunbeam made some changes to its model range The four-cylinder Sunbeam 14 40 replaced the 14 A new six, 20 60, was introduced and was highly praised by the press of the day Others new models were 12 six cylinders 30 and 16 50.
In 1924, Sunbeam quietly announced the 3-liter Sunbeam Super Sports is on sale in 1925 and was one of the most advanced cars of its time it was based on the chassis of 16 Sunbeam 50, but under the hood was Britain's first double output engine camshaft head.
The Sunbeam Super Sports was able to more than 90 miles per hour speedometer could not read until 90, so we do not know precisely what he was capable of the engine developed 130 hp 85-90 hp 3800 -4000 rpm in supercharged form mudguard Cycle have been fitted to the rear brake plates so that they turned with the wheels the engine used dry sump lubrication, a system was invented by Sunbeam.
A ray of sunshine Super Sports was entered for Le Mans in 1925 where he finished second Louis Coatalen must have been happy to trouncing the Bentleys MM Coatalen and Bentley had been involved in a dispute over the relationship between road car and design Coatalen of racecar said the race car and the design of the road car were related, while Bentley argued that there was no link between the two.
Also for 1925, the Sunbeam 24 or 24 70 as it was now known had fallen catalog meanwhile Sunbeam was renamed 16 50 18 55 Talbot.
Sunbeam put their first World Land Speed Record in 1922 at Brooklands with Kenelm Lee Guinness at the wheel, he drove a 350hp V12 Sunbeam which is still exposed at the National Museum of the Great Britain Motor CLG 133 average 75 mph on two tracks.
In 1924, Malcolm Campbell took over Sunbeam with the intention of raising the record to 150 mph He made a lot of changes on the car and the Bluebird baptize a name that should be used on all record holders of the Campbell family Pendine Sands he set the record at 146 miles an hour Campbell was 16 not reached its target and was not satisfied, he tried again in 1925 and 150 managed 87 mph.
A new V12 Sunbeam was built in 1925 for Henry Segrave 6 Initially it was called Ladybird, but was later renamed Sunbeam Tiger In 1926 Segrave pushed the record up to 152 to 33 mph Southport.
In 1990, Tiger made a new attempt on his old record and reached 159 mph, which was not bad for a car 65 years old.
Sunbeam made his last successful attempt the record in 1927 with the Sunbeam 1000 hp powered by V12 engines made Segrave twin 203 at Daytona 79 mph This car is also on display at the National Motor Museum.
Financial difficulties loomed It was decided in 1926 that Sunbeam would concentrate on luxury cars and control of the STD racing department was transferred to Talbot-Darracq in France.
In the middle twenties, record Sunbeam a household name were you asked schoolboy in the Empire which car he dreamed of owning, chances are it would Sunbeam or Bentley would shoot a white Sunbeam Today How times change.
In 1926, Sunbeam launched 30 models and 35 hp This was the largest chassis Sunbeam ever built with 5-liter or 5-liter 35hp 30hp 5 eights right Saloon, limousine and tourer body were available It lasted until 1930 .
Also new for 1926 were the new models of 16HP and 20HP 20, 60, meanwhile, has been replaced by the 25hp 14 40 was abandoned in 1927 and never replaced.
Now Sunbeam were in deep financial trouble the company was never paid for a world war aero engine work and he was overwhelmed Coatalen racing had borrowed heavily to finance the racing program and the company could not refund.
Sunbeam made a last attempt of the 1930 speed record with The Silver Bullet built for Kaye Don Despite its dramatic appearance and supercharged V12 twin totaling 48000cc, it was a disaster and got nothing.
The 3-liter Super Sports was in 1930 ax A new sports model called Speed Twenty was launched in 1933, but unfortunately it was internally competing with the Talbot 105.
final fling Sunbeam came on the eve of 1934, was an attempt to move downmarket Unfortunately, he was too well done and advanced at a competitive price.
STD Motors went into receivership in 1934 Talbot of London was the only healthy component of STD at that time in January 1935, Clément-Talbot Ltd was sold to Rootes group Despite Talbot being a profitable concern, Rootes began to phase out the former Roesch- designed models and replacing them Hillman- and Talbots basis Humber This horror fans, but the Roesch cars did not fit the Rootes plans to be a mass producer.
With Talbot of London sold the receivers had to find buyers for the rest of STD An agreement was reached with William Lyons' SS Cars to buy Sunbeam in 1935. Lyons needed a new name for his cars because of SS Nazi connotations by buying Sunbeam it would acquire instant wealth and prestige.
In 1931, Sunbeam had spread in the production of trolleybuses a cross between a bus and a tram Rootes purchased the trolleybus company in 1934 Sunbeam Commercial Vehicles was then sold by Rootes and purchased by Guy in 1949 with Guy, he became part of the British Leyland combine.
Since the formation of MTS Motors, the group had been phasing out the Darracq name and badging the French cars as Talbots According instead of marketing needs, they were sold as Talbots, Talbot-Darracq Darracq or in different territories.
Talbot of Suresnes, France was bought by Anthony Lago who had worked for STD for many years French Talbots and Darracq built by M Lago are popularly known as Lago-Talbots or Talbot-Lagos Although now an independent company, the story does not end here, we hear more of Talbot of Suresnes.
Just as it seemed that everything was settled, Rootes stepped in and snapped Motor Cars Sunbeam under the nose of Lyon was a little annoyed, to say the least, he invented his own brand and build his legacy from scratch, he did a very good job of it too, as the name Jaguar is now widely known that most Sunbeam.
Rootes assigned Sunbeam the task of building luxury cars for the group's old Sunbeams were axed and work began on the new Sunbeam 30 He used an eight linear motor designed Georges Roesch in a stretched Humber chassis The Rootes brothers decided to take the continental holiday prototype Unfortunately, before reaching the channel broken chassis in any case, the market at that time was not right for such a car prototypes have been broken and the project abandoned.
There was no place for Sunbeam alongside the existing Rootes group range Hillman Humbers and Talbots With this, Rootes Sunbeam in recorded history.
Rootes discovered he had a problem The Rootes Group Talbots, built in London, have been confused with Talbots born Darracq Lago, built in Suresnes.
Rootes also had a valuable marketing device in the form of the defunct Sunbeam brand The solution was to create a new brand Sunbeam-Talbot In 1938, the existing British Talbots were rebadged as Sunbeam-Talbots This is why the Sunbeams that followed Talbot used a badge and grille rather than the traditional Sunbeam grille and badge.
The entry-level Sunbeam-Talbot was ten This model was launched in August 1938 and has been a previous update of Talbot Ten chassis had its origin in that used in the Hillman Aero Minx The engine was a 1185cc Minx side unit with a valve head alloy They were available with four-door sedan, coupe and convertible sports tourer body.
model Next up was the 2 liter Launched in 1939, it was based on the Ten, but used the motor of 1944cc side valve 14 and the falcon Hillman Humber Very few of them were built in 1939 because the advent of the war as the ten, they were available in saloons and tourers cut Drophead.
The 3-liter was simply a rebadged Talbot 3 liters It is based on the Snipe Humber, using the chassis and 3181cc six side valve with alloy head of the car body styles were lounge, gym, coupe and convertible sports Tourer.
4 liters was a new model for 1939 This was based on the Snipe Humber super He used the same chassis as the 3 liter Snipe with six side valve and alloy head 4086cc body styles were as described for 3 liters with adding touring sedan and limousine tour.
War intervened again in 1939 Sunbeam-Talbot whole production has been suspended for the duration of the war Rootes continued to build bitches and Snipes for military use, but there was no need sports Sunbeam-Talbots.
Rootes did not only provide cars for the war Rootes provided Britain with 14 bombers, 60 of his armored cars, 35 of its scout cars, 50,000 aircraft engines, 300,000 bombs, etc., etc. Rootes received a new plant in Ryton on -Dunsmore to manage all this and William Rootes was knighted for his efforts.
When production resumed again in 1945, only 10 liters and 2 have been pursued 3 and 4 liters were never revived in 1946, production was transferred from the former Talbot London plant to the new plant in Ryton.
Years later, the London plant would become studios for Thames Television Many of your favorite TV shows were made in the old factory Talbot.
The new post-war Sunbeam-Talbots were launched in 1948. Built at Ryton, they carried on the chassis of 2 liters with frame pulled the tray parts Rootes Two models were available on 80 was equipped with a valve to release the head of the engine former 10 90, meanwhile, was a derivative OHV engine 2 liters.
They were available with the British Light pressings sedan body or steel body Drophead Coupe by Thrupp Maberly.
Under Rootes, sun-Talbots Ray continued the tradition of STDs competing in motorsport Now, however, they focused on rallying rather than racing types prewar were used in rallies with some He was successful, however, 90 that has proven to be an effective rally weapon.
It would take more space than I am here to document 90 s rallying history The success of the Rootes Sunbeam-Talbots surprised many, given their modest origins compared to their ancestors STD Arguably more moment came when model Mk III won outright Monte Carlo Rally in 1955.
In 1950, the Sunbeam-Talbot range was facelifted The 80 fell from the beach and 90 has been updated to become the Mk II He received a new chassis with independent front suspension OHV engine was increased to 2267cc Outwardly projectors were raised by three inches to allow the car to meet US regulations before driving lamps have been replaced by a pair of small air inlet grilles.
The IIA Mk 90 was introduced in 1952 she received tweaks to the specification because of the experience of the rally Rootes Externally, the only change is the removal of the rear wheel spats.
The latest incarnation of the car appeared in 1954. This model was known simply as the Sunbeam Mk III Talbot part of the name was dropped due to the ongoing confusion with the Talbot French concern Actually, Sunbeam-Talbots much earlier were sold in continental Europe Sunbeams for this reason.
The Mk III had larger air intake grilles before and three portholes along the sides Underneath, there was little change, although now that the engine 80 hp path of 64 bhp Mk I 90.
George Hartwell was a Rootes dealer in Bournemouth and a family friend Rootes Hartwell specialized in the Sunbeam-Talbots setting and gatherings He campaigned started felling Drophead Sunbeam-Talbot roadsters two cut squares and call Hartwell Coupes.
Rootes were sufficiently impressed with the car they decided to produce their own version of the design was refined by the studios of Raymond Loewy's new sports model Sunbeam Alpine was named in honor of the success of the team Sunbeam -Talbot in the Alpine rally the Talbot part of the name was left in favor of continental motorists, to whom Talbots were French, rather than big tourers British roadsters.
Alpine was launched in 1953 and ran until 1955, receiving an upgrade in 1955 in line with the saloon and DHC models.
Alpine was also a successful rally car and big names such as Stirling Moss and Peter Collins has made the campaign for the official team Stirling Moss and Sheila van Damm tested a specially prepared Alpine Jabbeke in Belgium, each exceeding 120 mph 193 kph.
In 1955, a new small Sunbeam was launched rapier was variant 2 doors Rootes new range Audax Variants 4 doors were launched in 1956 as a Hillman Minx and Singer Gazelle Series I Rapier used Rootes new 1390cc OHV 4-cylinder engine.
Like its ancestors, the rapier was immediately commissioned as a rally car on time, it would become one of the most popular rally cars of the time.
The Series I Rapier continued production until 1958. At that time, the Sunbeam Mk III was discontinued in 1958, the Rapier Series II was introduced engine size was increased to 1494cc while the twin Zenith carburetors were postponed to the end of the series I models.
Externally, the most obvious change is the introduction of the rapier of tail fins Series II also received a traditional convertible rapier Talbot grid became available for the first time.
In 1959, the Rapier was again updated The most significant mechanical changes for the series III had an alloy cylinder head and front disc brakes cosmetically, there were new chrome trim and veneer dashboard in wood.
Also for 1959, the Alpine name was revived on a new sports car He combined the short floor wheelbase Hillman Husky, the undercarriage of the Rapier III, and a body style by Kenneth Howes The new Alpine was assembled for Rootes by Armstrong Siddeley.
On the other side of the canal, born Talbot Darracq Car was absorbed by Simca in 1959 and production ceased Although this does not affect the Rootes group, it will become important later.
In 1960, the Alpine Series II was introduced the engine was upgraded to 1592cc The only obvious external difference was the introduction of a window channel on the leading edge of the doors.
In 1961, the rapier was updated to the same specification as the Alpine Series II and became known as the Series IIIA IIIA were no external changes.
Alpine and Rapier were updated again in 1963 Carrozzeria Touring of Milan, who assembled Alpine and Super sluts for the Italian market, presented Rootes with a proposal facelifted Alpine Fins were cut short and the redesigned boot with tanks twin fuel in the wings Rootes added the new start page layout, but retained the original flippers for series III hardtop and windshield were also redesigned mechanically, there was no significant change even if in the middle of the life of Zenith carburetors model have been replaced with a Solex.
Alpines are now available in the form of sports or GT models GT came with a rigid standard roof, but the cover has been removed to make the spacious interior GT came in a softer state of tune for comfort rather that performance.
Originally, the series IV Rapier was to be the car that has emerged as Humber Scepter At the last minute, Rootes decided to continue the old Rapier next Rapier received a heavy facelift for 1963 There was a line low hood with a new grille, new chrome trim at the sides and 13-inch wheels below was a fully synchronized transmission, while the product holding the motor 78 5 bhp convertible has been removed from the range.
In 1963, Touring presented its own unique Sunbeam Venezia was based around the range of Super Minx Vogue Scepter He used construction Superleggera means alloy panels mounted on a tubular frame It used Scepter undercarriage few were made and most were left hand drive.
In England, coachbuilders Thomas Harrington Company building their own Sunbeams them were converted into Alpines GTs with the addition of a fiberglass roof, very few were built and many were developed by Hartwell.
In 1964 Rootes finally introduced cropped fins Alpine IV The grid has also been modified and an automatic transmission has become a thrill Mechanically option, there was still no significant change.
Ian Garrad, Director of Rootes operations on the west coast of the United States, had been watching with interest the success of the AC Cobra Cobra was mounting result of a Ford V8 in the AC Ace in 1963 Carroll Shelby and Ken Miles were each commissioned to build a prototype Ford V8 powered Alpine.
The Shelby prototype was finally presented to Lord Rootes who was sufficiently impressed to give the green fire project of the Mk I Tiger, introduced in 1964, combined with the Series IV Alpine bodyshell with a 4 2 liter Ford V8 engine The Tiger was assembled by Jensen West Bromwich he was nicknamed Tiger in honor of the 1920 Sunbeam race car of the same name in some markets, however, it was sold as Alpine V8.
In addition to this stimulating spawning pattern, Alpine had provided a way for the return to racing of rapiers Sunbeam had been competing in racing touring with some success and Alpine was pressed in races sports cars.
Race Alpines are probably best known for their assault on Le Mans 1961 saw the return to Sunbeam French circuit for the first time since 1920, a car was disqualified, but the other is ranked 16th in the overall, an average of 90 and 9 mph win trophy index of thermal efficiency.
In 1962, an Alpine was 15th on average 93 24 mph in 1963 might be better to forget with both default Car finish to 1964, the Tigers were returned both cars failed to finish, although the blame for what is sometimes attributed to the engine preparation standard by Carroll Shelby.
In the early 1960s Rootes were find themselves increasingly in deeper financial trouble there had been teething problems with the Imp, the two average families ranges cars and Super Minx Minx prove to be a drain on resources and industrial problems relationships brought production to stop.
Rootes were left without choice but to seek a merger with another company with Leyland talks came to nothing in 1964, an agreement was reached with Chrysler Chrysler bought 30 shares with voting rights and 50 shares without voting rights of the company.
In 1965, the Alps and Rapier received the new engine of 1725cc five working well and became models of the V-Series There were few other changes.
In 1966 there was a new small Sunbeam Imp Sport The was, as its name indicates a derivative of the Hillman Imp performance he received dual carburettors, extractors, a booster, reworked head and camshaft etc. etc with more upscale interior cut Imp Sport and the rally moved 998cc Sunbeam Imp Tiger as Rootes main weapon of the rally in the 1960s.
The Imp Sport was followed in 1967 by a fastback derivative, the stylet the stylet used Californian Hillman Imp Singer Chamois Cup body combined with the Imp Sport engine.
Rootes also had plans for a Imp based sports car called Asp which would have addressed the Spitfire, Sprite and Midget The Asp was a very interesting car, which resembles a smaller scale, but unfortunately modernized Alpine Chrysler killed the project.
In 1967, Chrysler took over Rootes Ironically, in 1963, Chrysler had also taken control of Simca in France who had unwittingly found Sunbeam Talbot and Talbot Darracq Cars Chrysler controlled in turn.
The Tiger II updated with a 4 7 liter Ford V8 was launched in 1967. Unfortunately, it was short term Chrysler did not like the idea of one of its products with a Ford engine so the car was scrapped plans for a new Tiger with a Chrysler V8 came to nothing.
1967 saw the introduction of a new Rapier stylized by Royden Ax, it was based on a new range of Rootes Subcategory Hunter and derivatives There were five 1725cc engine landing with two Stromberg carburetors and alloy head .
performance derivative called H120 was introduced for 1968 It was developed by Holbay, gaining a better head, camshaft and Weber carburetors.
The Imp Sport has received a facelift in 1968 in line with the rest of the Imp range.
Also in 1968, Alpine was finally put to rest A new Alpine appeared in 1969. This was another derivative Arrow Rapier, this time scoring in the range less than the rapier.
In 1970, the purchase by Rootes in 1955, the Rootes Group was renamed Chrysler UK singer was buried Existing models were all abandoned except Vogue now another variant Hunter Vogue was renamed Sunbeam Vogue 1970, but lasted only six months.
Production of all Sunbeams moved to Linwood plant in Scotland in 1970.
The Imp Sport was renamed Sunbeam Sport for 1970, a model that has also replaced the Sports Buff singer The only changes were cosmetic headlights, including twice as Stiletto.
Rootes had always concentrated on building cars of superior quality to their competitors and load some more Chrysler began a cost reduction exercise Unfortunately, customers do not like what they have also begun to phase out Brand Rootes old identities in favor of the Chrysler identity Not only harmful to customer loyalty, but it created an uproar in the labor Chrysler appeared headed for a fall.
The Stiletto was dropped in 1972. The Alpine was replaced in 1975 by a Simca base five-door hatchback called the Chrysler Alpine, also designed by Roy Ax.
Production of all Sunbeams and Humbers ceased in 1976 and in 1978 the name Hillman was eliminated in favor of Chrysler.
The use of the name Sunbeam not there yet, Rootes and its successor Chrysler for many years have been using the name on various Sunbeam Hillman Humbers, singers and Chryslers built for export Virtually all late sixties seventy Rootes first Chrysler product in the UK was sold somewhere in the world with Sunbeam badges.
Thus, there were Sunbeam bitches, Non-Sport imps, Gazelles, Vogues, Chamois, scepters, Avengers, hunters and even vans Sunbeam badged Commer.
Back in Britain, things were not looking good for Chrysler UK To finance the development of new models they were forced to seek help from the British government and the Chrysler Corporation One result of this funding was project 424, the replacement Imp.
Chrysler has managed to get the car on the market after the new model 18 months of development to accelerate the development and keep costs to a minimum, was heavily based on the Avenger Therefore when it appeared in 1977, it turned out to be much larger than the Imp.
It was available in one body style, a three-door hatchback engines were the 1300cc and 1600cc Avenger units and the enlarged Imp 930cc unit Chrysler, like Rootes, realized the folly not to take advantage of the heritage behind However the name policy Sunbeam business dictated that the old names are eliminated Brand for the Chrysler identity therefore the new British baby car became the Chrysler Sunbeam.
Almost all groups Rootes Sunbeam is a sports version of an existing Hillman and Humber the exception being 1970 Sunbeam Vogue indeed a luxury Hillman Hunter Chrysler Sunbeam marked a complete turnaround, in that it covers only the basic transport, but not for long.
In 1978 Peugeot bought Chrysler Europe, Peugeot wanted a new name for all their former Chrysler products A search of their archives came with such suggestions Bugatti, Delage, Delahaye and Sunbeam rights in the name Bugatti course have been adopted since to the new owners.
At the end it was decided to revive the name Talbot from the English and French at once, he said their own way, the range of cars came to be known as Talbots, Talbot Simcas Talbot Sunbeams and Talbot Matras Matra Simca be sports car division in addition, the Formula 1 team becomes newly acquired Talbot Ligier.
For 1979, the Talbot Sunbeam hatchback gained two new derivatives 1600 Ti used the Avenger Tiger engine to create a hot hatch LOUD go-faster stripes, spoilers and garish paintings The more subtle but wickedly fast Sunbeam Lotus won a February 2 liter Lotus simple two-tone finish is one of the ultimate Q-car, capable of accelerating to 60 mph in 6 6 seconds.
The Sunbeam Lotus became Talbot new rally weapon, winning the World Championship Rally in 1981. The rally version could accelerate to 60 mph in 5 seconds.
In 1981, the Linwood plant in Scotland, home to all Sunbeams since 1970, was closed and with it the production of the Talbot Sunbeam ceased This time was really the end Sunbeam name was never revived again .
As for the rest of the concern Talbot revived, division born British commercial vehicle Commer, Karrier and Dodge UK and Matra specialist car division was sold to the people Space Renault Matra engine continued to be a huge success for Renault funds for the Ligier formula 1 team ran and plans for the Peugeot and Citroën sister teams led Ligier went elsewhere for support.
The division of Talbot cars, hungry for new models continued to lose money the new Talbot Arizona for 1985 was renamed Peugeot 309 at the last minute the late 1980s, the only Talbot model was the van Express taken in conjunction with Peugeot, Citroen and Fiat's name Talbot is no longer used.
When production ended Talbot, Ryton switched to the construction of production at Ryton Peugeot continued until the factory finally closed its doors in 2006.
Thank you to Ian Walker, Roly Forss and John Pinkerton for their help in finding errors in my work.
History Supreme Sunbeam, history, Sunbeam, carrying 1725cc engine sports coupe tourer.