Standard Ten

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A 1934 Standard 10/12 Speedline

The Standard Ten was a model name given to several small cars produced by the British Standard Motor Company between 1906 and 1961. The name was a reference to the car's fiscal horsepower. Like other manufacturers, Standard continued to use the name to define the approximate size of their 'Ten' model long after the origins of the name had, in Britain, become inapplicable.

An experimental two-cylinder 10 hp (7.5 kW; 10 PS) was made in 1906, after which Standard's next car in that category was a four-cylinder 6.5 hp (4.8 kW; 6.6 PS) built between 1914 and 1919. They returned to the 10 hp (7.5 kW; 10 PS) market in 1934; this model was replaced in 1937 by a "Flying Ten" that lasted until the outbreak of World War II.

Standard returned to the 10 hp (7.5 kW; 10 PS) market in 1954 with another Ten, which was supplemented in 1957 by an up-market version called the Pennant. The Ten and the Pennant were replaced by the Triumph Herald in 1961.

Edwardian 10 hp cars[edit]

Standard 9.5 hp[1]
ManufacturerStandard Motor Company
Production1914–1915, 1919
Engineinline four side-valve engine
1914–1915: 1087 cc
1919: 1328 cc
Wheelbase1914–1915: 2,286 mm (90 in)
1919: 2,336.8 mm (92 in)
Length1914–1915: 3,200 mm (126 in)
1919: 3,277 mm (129 in)
Successor1934 Standard 10 hp

The name was first used in 1906 on an experimental two-cylinder 10 hp car.[2] The side-valve[citation needed] engine had a 70 mm bore and an 82 mm stroke, giving a capacity of 631 cc.[1]

A 9.5 hp four-cylinder car was introduced in 1914 and built until 1915. A version of this car, with increases in wheelbase and engine stroke, was offered in 1919.[1]

10 hp (1934–1936)[edit]

Standard 10 hp[3]
ManufacturerStandard Motor Company
Engine1343 cc inline four side-valve engine
Wheelbasebase: 2,311 mm (91 in)
optional: 2,388 mm (94 in)
Predecessor1919 Standard 9.5 hp
Successor1934 Standard 10 hp

Flying Ten[edit]

Standard Flying Ten
Body and chassis
Body stylesaloon
Engine1267 cc Straight-4[3]
TransmissionThree speed manual
Wheelbase90 in (2,286 mm)[3]
Length152 in (3,861 mm)[3]
Width56.5 in (1,435 mm)[3]

The Flying Ten was a replacement for the earlier Ten with the semi-streamlined look of the Standard Flying range. The side-valve 1267 cc long stroke (100 mm) engine had a single Zenith carburettor and could produce 33 bhp (25 kW) at 4000 rpm.[3] Drive was to the rear wheels through a 3-speed synchromesh gearbox. The suspension was conventional at first with a solid front axle but this was upgraded to an independent set-up at the front with a transverse leaf spring in 1939. A top speed of around 65 mph (105 km/h) was attainable. Brakes were cable operated using the Bendix system. In early 1941, 150 four-doors were built for the military, after civilian production had ceased.

A sportier version, the Light Flying Ten was also made.

Post-war models[edit]

Standard Ten
1954 Standard Ten.jpg
1954 Standard Ten Saloon
Also calledStandard Companion (estate)
Standard 6 cwt (van & pickup) [4]
Standard Cadet (Australia) [5]
Standard Vanguard Junior (Sweden)
Triumph 10 (United States) [6]
ProductionMay 1954[7]–1960
172,500 made [8]
AssemblyUnited Kingdom
Australia [9]
Body and chassis
Body style4-door saloon
4-door estate car
2-door coupe utility [4]
2-door panel van [4]
Engine948 cc Straight-4 OHV[10]
TransmissionFour speed manual
optional overdrive
Wheelbase84 in (2,134 mm)[10]
Length144 in (3,658 mm)[10]
Width60 in (1,524 mm)[10]
Height60 in (1,524 mm)[11]

In 1954 the Ten was introduced as a more powerful, better-appointed version of the Standard Eight, with the Eight's Standard SC engine increased in size to 948 cc and sharing a similar frame and transmission. Overdrive (from March 1957) or a temperamental semi-automatic were available as options.

An estate (station wagon) version, the Companion, was launched in June 1955.[7] It was among the first small British estate cars to have rear-passenger doors (like the saloon, and unlike its rivals such as the Ford Squire and Hillman Husky which used the two-door "van" arrangement).

A small number of left-hand-drive Tens were exported to the US and sold as the Triumph TR-10. On these, the two-tone colour arrangement normally reserved for the Pennant was available (though this export model was not tailfinned).

A Ten saloon tested by the British magazine The Motor in 1954 had a top speed of 69.0 mph (111.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 38.3 seconds. A fuel consumption of 34.4 miles per imperial gallon (8.2 L/100 km; 28.6 mpg‑US) was recorded. The test car cost £580 including taxes.[12]

In 1955, supported by an inscrutable handicapping régime favouring small cars, a factory-prepared Standard Ten, driven by Jimmy Ray and Brian Horrocks, won the UK's RAC Rally.[13]

For the United States export market the car was badged as the Triumph 10 [6] and in Scandinavia it was sold as the Standard Vanguard Junior. In Australia the Ten was known as the Cadet.[14]

Standard Pennant[edit]

Standard Pennant
Standard Pennant.jpg
42,910 made [8]
Body and chassis
Body stylesaloon, estate
Engine948 cc Straight-4 OHV[10]
TransmissionFour speed manual
optional overdrive
Wheelbase84 in (2,134 mm)[10]
Length142 in (3,607 mm)[10]
Width59 in (1,499 mm)[10]
Height60 in (1,524 mm)[15]

A tail-finned (with optional two-tone paint schemes) version of the Ten, the Standard Pennant was launched in October 1957. Engine power was increased to 37 bhp[8] and an overdrive gearbox was offered as an option. other options included a radio, heater, leather upholstery and clutchless 2-pedal control. Indian-produced Pennants were branded as "Standard 10", and lacked any bootlid trim other than the branding.

A Pennant tested by British magazine The Motor in 1958 had a top speed of 70.2 mph (113.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 35.3 seconds. A fuel consumption of 40.2 miles per imperial gallon (7.03 L/100 km; 33.5 mpg‑US) was recorded. The test car cost £728 including taxes of £243.[15]

A 1957 Pennant


  1. ^ a b c Culshaw & Horrobin 2013, p. 282.
  2. ^ Culshaw & Horrobin 2013, p. 281.
  3. ^ a b c d e f g Culshaw & Horrobin 2013, p. 284.
  4. ^ a b c British commercial brochures Retrieved on 28 October 2011
  5. ^ Standard Eight Has 'Big Brother', The Advertiser, Thursday 9 September 1954, page 20, as archived at
  6. ^ a b The Standard 10, Retrieved 24 March 2017
  7. ^ a b "Standard 8's and 10's Commission Numbers". Standard Motor Club. Archived from the original on 20 February 2012.
  8. ^ a b c Robson 2006, p. [page needed]
  9. ^ Australian Motor Industries (AMI) The Start Retrieved on 30 March 2012
  10. ^ a b c d e f g h Culshaw & Horrobin 2013, p. 287.
  11. ^ "Second Hand car guide supplement". Practical Motorist. 6 Nbr 68: between pages 768 & 769. April 1960.
  12. ^ "The Standard Ten". The Motor. 4 August 1954.
  13. ^ Robson 1977, pp. 40–41.
  14. ^ Homer, Phil. "8's and 10's". Standard Motor Club. Archived from the original on 20 February 2012.
  15. ^ a b "The Standard Pennant". The Motor. 10 September 1958.
  • Culshaw, David; Horrobin, Peter (2013) [1974]. "Standard". The Complete Catalogue of British Cars 1895 - 1975 (e-book ed.). Poundbury, Dorchester, UK: Veloce Publishing. pp. 281–287. ISBN 978-1-845845-83-4.
  • Robson, Graham (19 November 1977). "XK to Escort – 25 years of RAC Rallies". Autocar. 147 (4228): 40–41.
  • Robson, G. (2006). A-Z of British Cars 1945–1980. Devon, UK: Herridge Books. ISBN 0-9541063-9-3.