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Bond Minicar

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This is an old revision of this page, as edited by 147.89.224.75 (talk) at 13:29, 13 June 2012 (→‎Minicar Mark D 1956–1958). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Bond Minicar
1956 Bond Minicar Mark D De-Luxe Family Saloon
Overview
ManufacturerSharp's Commercials Limited
Production1949–1966
AssemblyPreston, Lancashire, United Kingdom
Body and chassis
ClassMicrocar
LayoutFF layout

Bond Minicar is the name given to a series of economical three-wheeled cars manufactured by Sharp's Commercials Limited (The company was renamed Bond Cars Limited in 1964), in Preston, Lancashire between 1949 and 1966.[1]

The basic concept for the minicar was derived from a prototype built by Lawrence "Lawrie" Bond an engineer from Preston.[2] During the war, Bond had worked as an aeronautical designer for the Blackburn Aircraft Company[3] before setting up a small engineering business in Blackpool, manufacturing aircraft and vehicle components for the government. After the war he moved his company to Longridge where he built a series of small, innovative racing cars, which raced with a modest amount of success.[2] In the early part of 1948, he revealed the prototype of what was described as a new minicar to the press.[4]

Described as a "short radius runabout, for the purpose of shopping and calls within a 20-30-mile radius", the prototype was demonstrated climbing a 25% gradient with driver and passenger on board. It was reported to have a 125 cc (8 cu in) Villiers two-stroke engine with a three-speed gearbox, a dry weight of 195 pounds (88 kg)[5] and a cruising speed of around 30 mph (48 km/h). At the time of the report (May 1948), production was described as "expected to start in three months' time".[6] The prototype was built at Bond's premises in Berry Lane, Longridge where it is now commemorated with a blue plaque.[7]

Sharp's Commercials were a company contracted by the Ministry of Supply to rebuild military vehicles.[8] Knowing that the Ministry were ending their contract in 1948, and recognising the limitations of his existing works as a base for mass production, Bond approached the Managing Director of Sharp's, Lt Col Charles Reginald 'Reg' Gray, to ask if he could rent the factory to build his car. Gray refused, but said that instead, Sharp's could manufacture the car for Bond and the two entered into an agreement on this basis.[9] Bond carried out some further development work on the Minicar, but once mass production was underway, left the project and sold the design and rights to Sharp's.[10]

The car proved popular in the UK market, where its three-wheel configuration meant that it qualified for lower purchase tax, lower vehicle excise duty and lower insurance. The three-wheel configuration, low weight and lack of a reverse gear also meant that it could be driven on a motor cycle license.[11]

The engine bay of a 1959 Minicar Mark F. Note the kick start on the left of the engine. These were fitted for emergency use although all Minicars were started from the drivers seat.[12]

The prototype and early cars utilised stressed skin aluminium bodywork, though later models incorporated chassis members of steel.[12] The Minicar was amongst the first British cars to use fibreglass body panels.[13]

Though retaining much of Lawrie Bonds original concept of a simple, lightweight, economical vehicle, the Minicar was gradually developed by Sharps through several different incarnations. The majority of cars were convertibles, though later, hardtop models were offered, along with van and estate versions. Minicars were generally available either in standard or deluxe form, though the distinction between the two was generally one of mechanical detail rather than luxury. The cars were powered initially by a single-cylinder two-stroke Villiers engine of 122 cc (7 cu in): in 1950 the engine size was increased to 197 cc (12 cu in).[14] The engine was further upgraded in 1958, first to a single-cylinder 247 cc (15 cu in) and then to a 247 cc (15 cu in) twin-cylinder Villiers 4T. These air-cooled engines were developed principally as motorcycle units and therefore had no reverse gear. However, this was a minimal inconvenience, because the engine, gearbox and front wheel were mounted as a single unit and could be turned by the steering wheel up to 90 degrees either side of the straight-ahead position, enabling the car to turn within its own length. A method of reversing the car was offered on later models by stopping the engine and then starting it backwards. This was done by reversing the Dynastart unit, which doubled as both starter motor and alternator via a built in reversing solenoid switch.[15]

In April 1962, the purchase tax rate of 55% which had been applied to all four-wheeled cars sold in the UK since the war was reduced to 45%.[16] In November 1962, it was reduced by another 20% to 25% - the same rate as three-wheelers. This rapid change meant that some three-wheelers became more expensive than four-wheeled cars like the Mini. In response, Thomas Gratrix, head of Sharps sent a telegram to the Chancellor warning that unless a similar tax cut were given to three-wheelers, there would be 300 redundancies and possibly the closure of the Sharps factory.[17] Sales of Minicars declined rapidly from this point and Minicar production ended in 1966.[18]

At the end of production 24,482 had been made.[19]

Minicar 1949–1951

Bond Minicar
1951 Bond Minicar De-luxe Tourer
Overview
Also calledBond Minicar Mark A
Production1949–1951
Body and chassis
Body styleConvertible
Powertrain
EngineVilliers 10D 122 cc (7 cu in) Single cylinder 2 stroke
Transmission3-speed manual
Dimensions
Wheelbase5 ft 5 in (1,650 mm)
Length8 ft 10 in (2,690 mm)
Width4 ft 7 in (1,400 mm)
Height3 ft 6 in (1,070 mm)
Kerb weight310 lb (140 kg)
Chronology
SuccessorBond Minicar Mark B

Sold as The Bond Minicar (the Mark A epithet being added only after the Mark B was introduced),[20] the car was advertised as the world's most economical car.[21] Austere and simple in design without luxuries.[12] Production began in January 1949,[22] although 90% of initial production was said to be allocated to the overseas market.[23]

As with the prototype, a large proportion of the Minicar is made from different aluminium alloys. The main body is a very simple construction of 18 swg sheet with a 14 swg main bulkhead.[24] The integrity of the main stressed skin structure is enhanced by the absence of doors, the bodysides being deemed low enough to be stepped over without major inconvenience unless you are wearing a skirt.[25] Most of the bodywork panels are flat or very simple curves and the compound curves of the bonnet and rear mudguard arches are pressed out as separate panels. The windscreen is made from Perspex.[22] The car was said to weigh only 308 pounds (140 kg) “all-in”[24] or 285 pounds (129 kg) dry[26] and its light weight was regularly demonstrated by one person lifting the entire rear end of the car off the ground unaided.[27][28] A test run between Preston and London at an average speed of 22.8 mph (36.7 km/h) gave an average fuel consumption of 97 mpg‑imp (2.9 L/100 km; 81 mpg‑US) for the journey.[26]

The car has a single bench seat with a small open compartment behind suitable for luggage. There is also a removable fold-down hood with detachable sidescreens.[25] Headlights are separate units mounted on stalks at the side of the car,[29] though of such low output, they have been described as providing "more of a glimmer than a beam".[30] At the rear there is a tiny, single centrally mounted lamp.[31]

The air-cooled Villiers 10D 122 cc (7 cu in) engine has a unit three-speed manual gearbox without reverse.[22] The engine has a claimed output of5 bhp (4 kW; 5 PS) at 4,400 rpm which the manufacturers claimed gave a power-to-weight ratio of 49 bhp (37 kW; 50 PS) per ton unladen.[32] The engine unit sits in an alloy cradle ahead of the front wheel, together forming part of its support. Both front wheel and engine are sprung as part of the trailing link front suspension system, which is fitted with a single coil spring and an Hartford friction shock absorber.[24] The rear wheels are rigidly mounted to the body on stub axles with all rear suspension provided by low pressure "balloon" type tyres.[12] The engine is started by a pull handle under the dash, connected by cable to a modified kick-start lever.[22] The steering system comprises a system of pulleys and a cable usually referred to as a "bobbin and cable"[12] system, connecting a conventional steering wheel to the front steering unit. The bobbin and cable steering system was replaced by a rack and pinion system in October 1950.[22] Brakes are only provided on the rear wheels, these are conventional drum brakes operated by a system of cables and rods.[24] Early on, Sharps adopted a policy of continual gradual upgrading of the Minicars, either to simplify or reduce maintenance, to redress noted failings or to improve some aspect of performance. Such changes were usually made available as kits to enable existing owners to retrospectively upgrade their own cars.[33]

In December 1949, a De-luxe version was added to the range. This has a Villiers 6E 197 cc (12 cu in) engine, which had an increased output of 8 bhp (6 kW; 8 PS)and a power-to-weight ratio of 51 bhp (38 kW; 52 PS) per ton.[34] There are also a number of modest refinements including a spare wheel and a single wing mirror.[22] The manually operated windscreen wiper fitted on the standard car was upgraded to an electric one. This was found to damage the original perspex windscreen[35] and subsequently in October 1950 the perspex windscreen on the De-luxe models was replaced by a Triplex glass windscreen.[22]

A Bond Minicar De-luxe tested by The Motor magazine in 1949 and carrying only the driver had a top speed of 43.3 mph (69.7 km/h) and could accelerate from 0-30 mph (48 km/h) in 13.6 seconds. A fuel consumption of 72 mpg‑imp (3.9 L/100 km; 60 mpg‑US) was recorded. The test car cost £262 including taxes.[25]

Towards the end of 1950 an optional mechanical reversing device was introduced which comprised a long lever with a ratchet on the end which fitted onto the drivers side rear wheel hub. This device could be operated from the driving seat and allowed the car to be cranked backwards by hand by the driver to assist with maneuvering.[36]

Minicar Mark B 1951–1952

Bond Minicar Mark B
1951 Bond Minicar Mark B De-luxe Tourer
Overview
Production1951–1952
Body and chassis
Body styleConvertible
Powertrain
EngineVilliers 6E 197 cc (12 cu in) Single cylinder 2 stroke
Transmission3-speed manual
Dimensions
Length9 ft 1 in (2,770 mm)
Width5 ft 0 in (1,520 mm)
Height3 ft 9 in (1,140 mm)
Kerb weight420 lb (190 kg)
Chronology
SuccessorBond Minicar Mark C

Progressive development of the Minicar and Minicar De-luxe continued until the more significant introduction of coil sprung independent rear suspension. This provided an ideal opportunity to relaunch the car as the Bond Minicar (Mark B) in July 1951.[37]

Much of the design work for the Mark B, in particular the rear suspension, was carried out by the engineer Granville Bradshaw. Bradshaw had become involved with the Minicar at the invitation of his brother Ewart Bradshaw, the owner of Loxhams Garages Ltd of which Sharp's Commercials was a subsidiary.[38]

The rear suspension system was of the sliding pillar type, a block carrying the stub axle rode up and down on two guide pillars mounted on a solid casting bolted to the side of the body. The block's vertical movement was controlled by coil springs. The front suspension was upgraded with a hydraulic shock absorber

Externally, the difference between the Mark A and Mark B Minicar were very subtle. The rear mudguards were slightly wider to accommodate the wheel movement whilst the storage area behind the rear seats was also enlarged, increasing the cars overall length slightly, and changing its rear profile.[12] Beneath the bodywork, there were improvements to the electrics and to the braking system. The hood was also redesigned to provide more head room inside the car.

Only one version of the Mark B Tourer was produced, and all production cars had the Villiers 6E engine and triplex glass windscreens.[39]

Sharp's Commercials 1951-1952

At the motorcycle show in November 1951, Sharp's announced what they described as "a revolutionary design in the field of commercial vehicles".[40] The Sharp's Commercial 3 Cwt, took the concept of the Minicar's light, three-wheeled, utilitarian design, and adapted it as the basis for an open-top lightweight industrial vehicle. The prototype at the show was powered by an Indian Brave[38] 250 cc (15 cu in) four-stroke engine, mounted in a cradle ahead and above the front wheel. Though described as "constructed on the stressed-skin principle", large cut outs to allow easy access from either side of the vehicle required much additional strengthening to the floor, with a central steel backbone girder, a cross member between the rear wheels and further triangular bracing. The single seat was located centrally as was the steering wheel. Steering was by worm and wheel, and flared side panels allowed the single front wheel to turn a full 180°, making the vehicle extremely maneuverable. The entire engine, drive-train and steering unit could be removed by undoing four bolts to allow for easy servicing. Unlike the Minicar, there were brakes on all three wheels and there was a slatted floor behind the driver.[41] Though the Sharp's Commercial never entered production,[42] it served as a forerunner to van and pickup versions of the Mark B which appeared in 1952.[29]

The Sharps Minitruck, was the pickup version, which outwardly was very similar to the Mark B Tourer, but included an extension of the bodywork behind the rear wheel. It also replaced the Tourer's bench seat with a single seat for the driver although unlike the Commercial, this was conventionally placed on the right. The extended goods compartment and space alongside the driver provided a claimed load capacity of 3 long cwt (150 kg) and 24 cu ft (0.68 m3). The open-top vehicle had a folding hood with a roll-up flap at the back of the car to assist loading.[39]

The Sharps Minivan, was introduced around 11 June 1952 alongside the Minitruck.[43] It had the same load capacity and also shared the same extended length of the pick-up, but had an enclosed aluminium compartment behind the drivers seat with a side hinged rear door. A short fabric roof covered the gap between the van compartment and the windscreen.[39]

A further final development based on the Minivan was the Bond Family Safety Saloon. Additional side windows were fitted to the rear compartment of the van and two small hammock type seats were added either side of the rear door facing inwards. With the bench seat of the tourer replacing the single front seat of the van and pickup, this gave enough room for two children and two adults.[44] It's not known how many Safety Saloons were produced as factory records do not distinguish between the saloon and the Minivan.[39]

Total production for the Mark B was 1414 vehicles[18] including 240 Minitrucks and 80 Minivans.[44]

Minicar Mark C 1952–1956

Bond Minicar Mark C
1956 Bond Minicar Mark C De Luxe Tourer
Overview
Production1952–1956
Body and chassis
Body styleConvertible
Powertrain
EngineVilliers 6E 197 cc (12 cu in) Single cylinder 2 stroke
Transmission3-speed manual
Dimensions
Wheelbase5 ft 6 in (1,680 mm)
Length9 ft 10 in (3,000 mm)
Width4 ft 9 in (1,450 mm)
Height4 ft 2 in (1,270 mm)
Kerb weight460 lb (210 kg)
Chronology
SuccessorBond Minicar Mark D

Around the same time as the Mark B was launched, work had begun on what was referred to subsequently as a "streamlined version" of the Minicar.[45] Badged as the ESC (England's Smallest Car), this prototype utilised the main body and rear suspension of the Mark B, but added mock front wings, a passenger side door and a valance beneath its oval-shaped grill.[39]

By the time of the Earl's Court Cycle and Motor Cycle Show in November 1951, several pre-production Mark C's were on show.[46] On these the front wings had become longer and less triangular in profile than the ESC, the grill was also lower and more rounded and the front valance was now a more defined bumper shape.[47] The new Minicar design was very well received,[48] and was due to go on sale in early 1952.[49] By July however, "owing to supply difficulties" it was still unavailable,[50] and the first production cars were not recorded as being built until October 1952.[51] Four of the cars were on display at that years show along with a Sharp's Minivan.[52]

The change in the body style from the Mark B was both functional and aesthetic. The Mark C utilised the same 180° steering lock and worm and wheel steering system that was seen in the prototype Commercial and the front wings allowed for ample clearance at full lock. They also addressed a demand from customers for a "greater smoothness of line",[47] and allowed a more robust location for the mounting of the front lights.[53] Other improvements included rod operated brakes on all three wheels,[47] which "appreciably shortens stopping distances."[54]

During development, the Mark C had utilised the same sliding pillar suspension on the rear as the Mark B, but by September 1952, this had been changed for Flexitor suspension units produced by George Spencer Moulton & Co. Ltd.[55] The Flexitor units were a type of lever arm shock absorber which used bonded rubber in torsion as the shock absorber. On these units a stub axle is mounted upon a trailing-arm with the pivot point being a steel rod. This rod is bonded inside a rubber tube which runs through and is also bonded to an external steel housing. The housing is bolted to the underside of the car. The units provide about 3 in (76 mm) of vertical movement to each independent rear axle.[45]

The engine mounting was substantially different. Instead of being suspended from an alloy cradle as on the Mark B, the engine now sat in a steel cradle bolted to a vertical steel tube that pivoted directly behind the engine through an alloy steering head bracket. This bracket, holding the engine and front wheel unit is bolted to a cast alloy bulkhead which forms a major structural component of the car.[56] The engine mounting was said to have been a regular source of failures on both the Mark A and the Mark B, and this new design was again the work of Granville Bradshaw.[38]

The single side door, which had been introduced to around 10% of Mark B production vehicles after November 1951,[39] became a standard fixture on the Mark C.[56] Because the cars monocoque construction depended principally upon its skin for rigidity, the size of door was severely limited and to overcome the resulting decrease in structural rigidity, vertical steel strengthening brackets were fitted either side and along the bottom edge of the door aperture.

By January 1953, some cars were being fitted with fibreglass wings and bonnet tops[57]

The Mark C was only available initially as either the Standard Model or the De Luxe Model with a single bench seat. The De Luxe version including an electric starter along with front and rear bumpers. The range was expanded in March 1954 when the Family Standard and Family de Luxe versions were added. On these models the bodywork was extended behind the front seat and, like the earlier Bond Family Safety Saloon, two child-size inward facing hammock-style seats were added in the gap. Factory advertising material resurrected the Safety label as part of this models name, but it was generally dropped elsewhere.

Attempts were made to penetrate the American market in 1953-54 where the car was marketed by Craven and Hedrick of New York and renamed the Sharp's Bear Cub.[58] However it appears it made little impact and the arrangement was short-lived.

As with previous Minicars, the Mark C was improved and developed over time with numerous minor changes. Most notably, Villiers replaced the 6E engine with the 8E version in June 1953. This had the same overall capacity, but slightly increased performance. At the same time, the dash board glove box was removed.[12] Several minor changes to the trim in October 1955 were marked by a much more notable change to the shape of the front grille.[51]

Minicar Mark D 1956–1959

1956 Bond Minicar Mark C De-luxe Tourer

The changes between the last Mark C's and the Mark D are, like those between the final Mark A's and the Mark B, almost entirely hidden from view and the cars are externally identical. Beneath the Mark D bonnet however, Villiers had substantially upgraded the 197 cc (12 cu in) engine, which now became the Mark 9E. The main changes were a 4-plate clutch, a heavier final drive chain with simplified adjustment and a higher top-gear ratio.[59] The 9E was said to produce a 12.5% increase in power over the 8E,[60] providing a claimed 8.4 bhp (6 kW; 9 PS) at 4,000 rpm. This increased the cruising speed to around 45 mph (72 km/h), with a top speed of 51 mph (82 km/h).[61] Electrics are upgraded from 6 volt to 12 volt allowing more powerful headlights and separate side-lights and De Luxe models include the SIBA Dynastart.[59]

As with the Mark C, four versions were offered by the factory, Mark D Standard, Mark D de Luxe, Family Standard and Family de-luxe. The two seat models were also available from Sharps with a detachable fibreglass hardtop. Similar aftermarket hardtops had been introduced earlier in the year for every type of Minicar from the Mark A to the Mark C Family by the Sharples Engineering Company, who were also based in Preston.[62]

Other changes which had been gradually introduced onto Mark C's over the years, were carried over to the Mark D. This included items such as improved rear suspension mounting, chrome side flashes on the front wings of de Luxe models

Minicar Mark E 1957–1958

The final versions of the Minicar were a completely new design. The body, still in aluminium, was mounted onto a steel chassis. Doors were now fitted to both sides of the body and the gearbox became a four-speed.

The body was offered in two/three seater Saloon Coupe and Tourer (convertible) versions. The maximum speed was now around 50 mph (80 km/h).[29]

Minicar Mark F 1958–1963

A 1959 Bond Minicar Mark F Family Saloon

Similar to the Mark E, this model had an engine upgraded to 250 cc (15 cu in) and 55 mph (89 km/h) top speed and optional reverse gear.[29] Initially, three body options were available: two / three seater Saloon Coupe, two / three seater Tourer and a four seater Family Saloon. In March 1960, the Ranger Van version was introduced.

Minicar Mark G 1961–1966

A 1962 Bond Estate 250 G

The Mark G had a revised body with the windscreen moved forwards to give more interior room and a "reverse slope" rear window in the saloon models making the Minicar much more like a "proper car", there were even wind up windows and lockable doors. An estate car, Ranger van and a 2 / 3 seat tourer were added to the body line up and a choice of engines was offered on later mark G models – the 35A single cylinder unit (11.5 bhp (8.6 kW)*) or the 4T twin cylinder unit (14 bhp (10 kW)*). Semi hydraulic brakes replaced the old cable and rod operated system of the predecessors and the car was fitted with larger 10-inch wheels.

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  49. ^ "Buyers' Guide". The Motor Cycle. 88 (2556). London: Iliffe & sons Ltd: 358. 3 April 1952.
  50. ^ Taylor, Ashley (July 1952). "All About The Bond". The Light Car. London: Temple Press Ltd. Successor to the current model will be the Mk.C which is progressing towards the production stage but which, owing to supply difficulties, is not expected to be manufactured for some months and then only for export.
  51. ^ a b "Mark C - October 1952 to May 1956". Production Statistics And Vehicle Modifications By Chassis Number. The Bond Owners Club. 2001. Retrieved 27 February 2012. Cite error: The named reference "bondC" was defined multiple times with different content (see the help page).
  52. ^ "Earls Court 1952". Classic Images Earls Court Shows. Horncastle, Lincolnshire: Mortons Motorcycle Media. 2001. pp. 40–42. ISBN 0-9538357-4-X.
  53. ^ Marshall, Tony (1999). "2". Microcars. Sutton Photographic History of Transport. Stroud, Gloucestershire: Sutton Publishing Ltd. p. 32. ISBN 0-7509-2083-2. {{cite book}}: Check |isbn= value: checksum (help)
  54. ^ Bolster, John (1 April 1955). "The 1955 Bond Minicar". Autosport. London: Haymarket Media.
  55. ^ "George Spencer Moulton & Co Ltd. Advertisement". Motor Cycling. 86 (2235). London: Temple Press Ltd: 30. 29 November 1952.
  56. ^ a b "Mark-C is the Bond for '53". The Light Car. London: Temple Press Ltd: 440–441. October 1952.
  57. ^ "In The News - Glass-Winged Minicars". Motor Cycling. 87 (2241). London: Temple Press Ltd: 299. 8 January 1953.
  58. ^ "There's a Surprise Under This Hood". Popular Science. 163 (2). Bonnier Corporation: 97. August 1953. ISSN 0161-7370.
  59. ^ a b "Many Improvements". The Motor Cycle. 97 (2785). London: Iliffe & Sons Ltd: 280. 30 August 1956.
  60. ^ "Bond Minicars for 1957". Motor Cycling. 94 (2429). London: Temple Press Ltd. 4 October 1956.
  61. ^ "The 197cc Mk D "Minicar" Bond Three Wheeler". Motor Cycling. 94 (2431). London: Temple Press Ltd: 826–827. 18 October 1956.
  62. ^ "Sharples Advert". The Motor Cycle. 96 (2765). London: Iliffe & Sons Ltd: 22. 12 April 1956.
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