Post by Roadrunner on Jul 10, 2021 23:04:39 GMT
Mention the Alvis 12/50 to any established vintage sports car enthusiast and he will give you a knowing nod of approval. Cecil Clutton and John Stanford, in their famous book 'The Vintage Motor Car' said of the Alvis 12/50 “We cannot but consider it one of the classic designs of the time, and it remains of all Vintage sports cars the one which needs the least apology”. Members of the VSCC often refer to the 12/50 as one of the best vintage sports cars available and it is generally considered as the default choice for anyone who wants a car which is good to drive, rather than just being old and quaint. Until a few weeks ago I had never driven a 12/50; as soon as did I could see what all the fuss is about.
The Alvis 12/50 was in production from 1923 to 1932 (with a short break in 1930) and remained largely unchanged throughout its production. Designed to be relatively light and nimble, it is also simple, robust and very easy to maintain. The original SA model was launched with a 1496 cc OHV engine, which was unusually willing to rev by vintage standards, going all the way to 4,800 RPM, which was racing car territory back then. The engine for the 1924 SB model was enlarged to 1,598 cc and then, in 1925 the TE model was launched, with the engine now enlarged to 1,645 cc. Other than a rare 1,495cc model especially built to enter 1.5 litre race classes, the 1,645 engine powered the car to the end of production. In fact, the Firefly, Firebird and 12/70 models which ran through the mid to late '30s all ran what was effectively an enlarged version of the 12/50 engine and it appeared again, in the late '40s, to power the TA14.
The 12/50 (12 horsepower on the old RAC rating and approximately 50 BHP) was said to be good for at least 65 MPH with lightweight bodywork. Again, this is impressive for the size of car in its time. All 12/50s use the same four speed crash gearbox, with a right hand gate change. The gearing is quite high, with a final drive ratio of 4.77:1, giving the following theoretical speeds in each gear at 4,000 RPM: 76.8, 50.1, 33.3 and 19.8 m.p.h. Being quite highly geared, it is very rare that it will ever pull 4,000 RPM in top, unless aided by gravity, but it does mean the 55 MPH cruising is remarkably civilised for a vintage four cylinder car. The mechanical, rod operated brakes operate on all four wheels, as was becoming more usual in the mid-twenties.
Various body styles were available, including a four seater tourer and the two-seat-plus-dickie 'duck's back' sports model. A luxury 'Sportsman's Saloon' as also offered with attractive, if rather heavy bodywork. Another body style, which was popular and the height of fashion in the mid to late twenties, was the lightweight fabric saloon. Based on Weymann's patented design system for fuselages for aircraft and superlight coachwork for motor vehicles, the system used a patent-jointed wood frame covered in fabric. It was popular on cars from the 1920s until the early 1930s as it reduced the usual squeaks and rattles of coachbuilt bodies by its use of flexible joints between body timbers.
The system when used on cars provided quieter travel and improved performance because of the body's light weight; but gave little protection in the event of a serious accident and without care (the materials being prone to rot), a potentially short life. Prestigious manufacturers such as Rolls-Royce, Bentley and Sunbeam all offered cars with fabric bodies and Alvis joined the fabric party with their 12/50 Alvista sports saloon. Combining the comfort and practicality of a luxury saloon with the lightweight performance and handling benefits of a tourer, it was the choice for the Bright Young Thing who didn't want to compromise on luxury, while still maximising performance.
My 12/50 TG Alvista saloon was first registered on 18th May 1927 by David Cosker, of Muswell Hill, London. In 1930 is was sold to a Mrs Fry, from Terrice in Cornwall, who owned it until May 1958, when it was bought by the Revd. Leaming, in Cheshire. He owned it until August 2008.
Significant restoration work was carried out in the 1980s, when the bodywork was restored and recovered in new fabric. In the 1990s the car went to Red Triangle to have the wings removed, repaired and refitted. The engine has also had some work.
The interior is mostly original, with just the front bench seat and headlining having been recovered. It was fitted out to a high standard, with plenty of furniture grade leather and polished wood. All the brightwork inside and out the car is nickel plated. No modern American chrome here...
In the vintage tradition, the gear stick and handbrake are on the right hand side, making entry and exit through the driver's door very difficult. The accepted procedure is to enter from the near side and slide across the seat. When installed behind the large wheel, the driver will note another vintage anomaly - the throttle pedal is in the centre, where a modern driver would expect to fine the brake. I have found this easier to get used to than you might think, but it still requires some concentration.
So, what is it like to drive? Extremely satisfying. Being vintage, you have to take it by the scruff of the neck and really drive it. Casual, sloppy gearchanges will be rewarded with a crunch. The steering will develop Popeye-style biceps on me and the brakes require a firm and deliberate press on the pedal, as well as a degree of anticipation and forward planning... Get that all right and the car rewards you with excellent performance, taut handling, a surprisingly good ride and a very un-vintage mile eating ability. It demands to be driven hard and will happily mix with modern traffic, as well as being the perfect companion for a country B-road. First impressions are certainly that it was a good choice, but any vintage car aficionado would say, "I told you so"
The Alvis 12/50 was in production from 1923 to 1932 (with a short break in 1930) and remained largely unchanged throughout its production. Designed to be relatively light and nimble, it is also simple, robust and very easy to maintain. The original SA model was launched with a 1496 cc OHV engine, which was unusually willing to rev by vintage standards, going all the way to 4,800 RPM, which was racing car territory back then. The engine for the 1924 SB model was enlarged to 1,598 cc and then, in 1925 the TE model was launched, with the engine now enlarged to 1,645 cc. Other than a rare 1,495cc model especially built to enter 1.5 litre race classes, the 1,645 engine powered the car to the end of production. In fact, the Firefly, Firebird and 12/70 models which ran through the mid to late '30s all ran what was effectively an enlarged version of the 12/50 engine and it appeared again, in the late '40s, to power the TA14.
The 12/50 (12 horsepower on the old RAC rating and approximately 50 BHP) was said to be good for at least 65 MPH with lightweight bodywork. Again, this is impressive for the size of car in its time. All 12/50s use the same four speed crash gearbox, with a right hand gate change. The gearing is quite high, with a final drive ratio of 4.77:1, giving the following theoretical speeds in each gear at 4,000 RPM: 76.8, 50.1, 33.3 and 19.8 m.p.h. Being quite highly geared, it is very rare that it will ever pull 4,000 RPM in top, unless aided by gravity, but it does mean the 55 MPH cruising is remarkably civilised for a vintage four cylinder car. The mechanical, rod operated brakes operate on all four wheels, as was becoming more usual in the mid-twenties.
Various body styles were available, including a four seater tourer and the two-seat-plus-dickie 'duck's back' sports model. A luxury 'Sportsman's Saloon' as also offered with attractive, if rather heavy bodywork. Another body style, which was popular and the height of fashion in the mid to late twenties, was the lightweight fabric saloon. Based on Weymann's patented design system for fuselages for aircraft and superlight coachwork for motor vehicles, the system used a patent-jointed wood frame covered in fabric. It was popular on cars from the 1920s until the early 1930s as it reduced the usual squeaks and rattles of coachbuilt bodies by its use of flexible joints between body timbers.
The system when used on cars provided quieter travel and improved performance because of the body's light weight; but gave little protection in the event of a serious accident and without care (the materials being prone to rot), a potentially short life. Prestigious manufacturers such as Rolls-Royce, Bentley and Sunbeam all offered cars with fabric bodies and Alvis joined the fabric party with their 12/50 Alvista sports saloon. Combining the comfort and practicality of a luxury saloon with the lightweight performance and handling benefits of a tourer, it was the choice for the Bright Young Thing who didn't want to compromise on luxury, while still maximising performance.
My 12/50 TG Alvista saloon was first registered on 18th May 1927 by David Cosker, of Muswell Hill, London. In 1930 is was sold to a Mrs Fry, from Terrice in Cornwall, who owned it until May 1958, when it was bought by the Revd. Leaming, in Cheshire. He owned it until August 2008.
Significant restoration work was carried out in the 1980s, when the bodywork was restored and recovered in new fabric. In the 1990s the car went to Red Triangle to have the wings removed, repaired and refitted. The engine has also had some work.
The interior is mostly original, with just the front bench seat and headlining having been recovered. It was fitted out to a high standard, with plenty of furniture grade leather and polished wood. All the brightwork inside and out the car is nickel plated. No modern American chrome here...
In the vintage tradition, the gear stick and handbrake are on the right hand side, making entry and exit through the driver's door very difficult. The accepted procedure is to enter from the near side and slide across the seat. When installed behind the large wheel, the driver will note another vintage anomaly - the throttle pedal is in the centre, where a modern driver would expect to fine the brake. I have found this easier to get used to than you might think, but it still requires some concentration.
So, what is it like to drive? Extremely satisfying. Being vintage, you have to take it by the scruff of the neck and really drive it. Casual, sloppy gearchanges will be rewarded with a crunch. The steering will develop Popeye-style biceps on me and the brakes require a firm and deliberate press on the pedal, as well as a degree of anticipation and forward planning... Get that all right and the car rewards you with excellent performance, taut handling, a surprisingly good ride and a very un-vintage mile eating ability. It demands to be driven hard and will happily mix with modern traffic, as well as being the perfect companion for a country B-road. First impressions are certainly that it was a good choice, but any vintage car aficionado would say, "I told you so"
