Jaguar

Soon it came the time in Jaguar history when William Lyons was no more content to merely build bodies on other people's chassis. This constrained his creative desires and equally restricted him to products which were stolid rather than sporting.

If Lyons and Walmsley were to throw off these shackles, they needed to create their own chassis to suit their ends. However, the industry was littered with failures and Lyons determined that a cautious approach was reasonable. Subsequently, he arranged for the Standard Motor Company to create a chassis to Swallow's design but equipped with Standard engines. The outcome was SS model - new car that's going to thrill the hearts of the motoring public and the trade alike. It's seemed to be something utterly new, better!'

Thus announced SS I and SS II Coupes were accordingly introduced to the 1931 London Motor Show; and in fact those models caused a sensation, played important role in company history. The body was designed ultra low and the bonnet outrageously long. SS model possessed genuinely the £1,000 look, while was priced at a very modest £310, highlighting Lyons' unique ability to offer remarkable value for money.

Lyons was almost keen about making his cars as low as possible and did his best to stick to his principle. Lyons managed to achieve this long, low, sporting appearance by moving the engine further back in the chassis; subsequently this became normal practice and by mounting the road springs alongside as well. The SS II, which appeared alongside and was inevitably over-shadowed by the gloss of SS I, was simply a smaller version basic model. Soon after the unveling of the new SS models the company decided to issue the larger 2552cc 20 hp Standard engine; For 1933 a number of revisions were introduced to make the larger car a little more practical.

Lengthening the wheelbase by seven inches and widening the track by two, allowed two passengers to be carried in the rear.

In July 1933 the company history was marked by SS I Tourer coming up which joined SS I Coupe, and apart from being the first open SS model; the significance of the Tourers was that they were the first to claim serious competition. A team of three Tourers was introduced in the 1933 Alpine Trial in mainland Europe and the following couple of years they enhanced the SS name very considerably given they took the team prize in this particular tough event.

The little SS II was considerably improved in late 1933 when it was given its own purpose-designed chassis which made a wheelsbase more than a foot longer. The front wings were adapted to conform to the new style and conditions of the larger model.

Also, following the form of the SS I, Saloon and Tourer models of the SS II were introduced. For 1934 a new saloon was added to the model line-up known as a four light or four windows saloon. The new Saloon model was rather less flamboyant and rather more practical as now the rear seat passengers could now see out!

William Walmsley, who did not share his partner's driving ambitions and was becoming more uninterested in their joint enterprise. Meanwhile Lyons now turned his attention to improving the mechanical integrity of the cars. First he turned to Harry Weslake, a distinguished engineering specialist adept at cylinder head design.

Then he founded an Engineering Department and appointed a young William Heynes to be his Chief Engineer. Remarkably that Heynes was to play a major role in Jaguar history of the next 35 years.

Soon this entailed in Jaguar model range broadening by the SS I Airline Saloon in 1935. Its design was not that Lyons’s original but the shape was fashionable for the time and sold well.

In march 1935 new model was issued - SS I Drophead Coupe. In exterior it was badly resembling the Coupe but with whole hood folded away under a hinged cover on the luggage locker resulted in a most pleasing appearance. This was another creature of Weslake and Heynes' joint energies marked another evolutional step in jahuar history.

Still later a very stylish sports car was introduced known as the SS 90. Jaguar SS 90 was equipped with 2.7 litre side-valve engine while the performance once again did not quite conform to the car's dramatic appearance.

To trace the birth of Jaguar history, one is to go back to the northern seaside town of Blackpool. where a young motorcycle enthusiast by the name of Bill Lyons, not yet 21 years of age, met William Walmsley, who was building a rather stylish sidecar which he was attaching to reconditioned motor cycles.

Young Lyons immediately displayed the two traits that would be his greatest qualities for the next 50 years or so. His business acumen shrewdly espied a good commercial opportunity and his eye for style appreciated the attractive appearance of these normally mundane creations. He felt there was great potential if the activity could be organised along business lines and production increased to make the operation viable.

As soon as William Lyons came of age, the Swallow Sidecar Company was formed in September 1922, with a bank overdraft of £1,000. After humble premises with two floors were obtained in Blackpool and, with a handful of employees, production was commenced. That was the start in Jaguar history!

Young Arthur Whittaker was taken on to help with sales but proved better at buying. Pioneering the use of aluminium, Jaguar introduced to the market the very stylish sidecars were immediately popular and production expanded rapidly.

Then in 1927 Herbert Austin introduced his baby car, the famous Austin Seven. Intended to bring motoring to the masses, the tiny Seven model was cheap, easy to drive and reliable automobile, but lacked individuality like many other first cars. Lyons saw another opportunity. He created more stylish two-seater body which was mounted on the Austin Seven chassis. An order for 500 was obtained from one of the main London garages and production commenced.

It was the beginning of long and fruitful relationship between Lyons and Bertie Henly, who operated Henlys, one of the country's leading garages. At £175, or £185 with a hinged hardtop, the splendid little Austin Seven Swallow proved highly popular and the company introduced a Swallow body for the larger Morris Cowley chassis.

The range then increased significantly with the introduction of the Austin Seven Swallow Saloon in late 1928. Such features as the polished radiator cowl and Ladies Companion Set elevated the Swallows above the average. When sales of the cars and sidecars proved definite increase, the company decided to move to the Midlands, traditional heartland of the British motor industry marking essential move in its history.

The annual London Motor Show of 1929 was marked by three new Swallow models appearing at once for the first time. These were based on the Fiat Tipo 509A, the Swift Ten and Standard Big Nine. Most important of these was the Standard model for it was the beginning of a significant trend in company history. The Standard Swallow model was a rather larger saloon and sold for £245. Again the body style offered a more extravagant guise than the initial version product and an extrovert range of colour schemes.

Soon the model possessing more sporting pretensions was introduced with the addition of the Swallow version of the Wolseley Hornet. Offered just as a two-seater at first, a four-seater was added a year later in 1931 and, a year after that. This was the time of Swallow Company being in existence of steady expansion and essential success. But the ambitious Lyons was far from being satisfied with achievements and intended further bold step forward.