Grand Prix Sunbeams 1921, 1922 TT

S.T.D. Combine

Company type	Motorsport manufacturer
Industry	Automotive, Motor racing
Founded	1920
Headquarters	Wolverhampton and Suresnes , United Kingdom and France
Key people	Louis Coatalen (engineer and designer)
Products	Racing cars, engines

The 1921 S.T.D. 'Works' Grand Prix chassis was engineered to comply with the three-litre, minimum weight 800 kg regulations for both the Indianapolis 500 and the French Grand Prix de l’A.C.F.. These team vehicles underwent modifications by Sunbeam's Experimental division in Wolverhampton for the 1922 Isle of Man Tourist Trophy, where one of the cars secured victory. Subsequently, equipped with 1916 4.9-litre engines, two Tourist Trophy cars participated in the Coppa Florio held in Sicily, achieving second and fourth place finishes.

In addition to international competitions, these cars competed in regional events such as those at Brooklands and various hillclimb contests. They represented Britain's first major international motor racing triumph following the First World War and delivered "the most successful performance by any Brooklands car during that era." Out of the five vehicles originally constructed, four remain today: one single-seater, two standard Tourist Trophy models, and one restored Tourist Trophy car.

Background

Sunbeam stood as the sole British manufacturer fully dedicated to international motorsport prior to merging with Talbot and Darracq after World War I, forming the S.T.D. Combine. This alliance became a leading presence globally in Land Speed Records, Grand Prix racing, and Voiturette competitions. Vehicles produced under the S.T.D. umbrella shared chassis and engine designs but were marketed under the Sunbeam, Talbot, or Talbot Darracq names depending on the event or region.

The Experimental Departments located in Wolverhampton and Suresnes worked in close partnership to develop these meticulously engineered machines, crafted from solid billets. The comprehensive racing program featured custom lightweight bodywork, event-specific axle ratios, and finely tuned engines tailored for each competition.

Louis Coatalen, the innovative engineer and designer behind S.T.D., advocated the principle that "Racing improves the breed." His emphasis on lightweight construction, exact balancing, efficient cooling, and lubrication resulted in sophisticated engines paired with exceptional chassis performance. This engineering excellence attracted top-tier drivers and propelled S.T.D. into a golden era of racing achievements unrivaled in Britain for many years.

Although this ambitious racing approach elevated S.T.D. to elite motorsport status with celebrated victories, its high costs may have contributed to the Combine’s eventual decline and less favorable merger with the Rootes Group. Alternatively, ceasing competition during the late Vintage period likely weakened its market standing.

Up until the 1930s, S.T.D. maintained a full commitment to premier international racing and became emblematic of British motor racing distinction.

Design

On November 3, 1920, the S.T.D. Experimental Department commissioned four Grand Prix chassis (EXP.273) along with seven straight-eight-cylinder engines (EXP.271), allocating a budget of £50,000 (equivalent to approximately £5 million in 2010). These chassis marked the first new Grand Prix models developed by S.T.D. following the First World War.

The advanced 1921 straight-eight engine, created by the S.T.D. Experimental Department—likely based in Wolverhampton and Sureness—drew substantial inspiration from Ernest Henry's pre-war Peugeot and post-war Ballot engineering. The adaptable chassis design showcased Louis Coatalen's expertise and was among the earliest British racing vehicles equipped with brakes on all four wheels, significantly improving both handling and safety.

The 1921 Grand Prix chassis was engineered to accommodate either the 3-litre straight-eight DOHC engine or the earlier 1916 4.9-litre power unit. Various body configurations were available, including two-seaters and single-seaters featuring either pointed or slanted tail designs, as well as models with exposed fuel tanks. Bonnet designs were tailored to fit different carburettor and engine combinations, while radiators and badges from the three S.T.D. companies were interchangeable. The Works team meticulously customized each car’s bodywork, engine setup, radiator, cockpit arrangement, and overall dimensions to meet individual driver preferences, resulting in bespoke racing machines.

Although body styles varied—categorized as G.P. (pointed or slanted tails) or T.T. (exposed fuel tank)—the underlying chassis remained uniform as the 1921 G.P. model.

Colour/trim

Body:

1921 French G.P. Talbot – British Racing Green

Talbot Darracq – blue

1921 Shelsley Walsh – British Racing Green

1922 Isle of Man T.T. – Sunbeam Dreadnought Grey

1922 Coppa Florio – Sunbeam Dreadnought Grey

Wheels: Black

Upholstery: Sprung squab featuring a fluted seat back upholstered in embossed vegetable-tanned leather

Chassis

The frame design incorporates an upswept profile over both front and rear axles to achieve a reduced centre of gravity. Both front and rear axles are underslung and precision-machined from solid billet, with the rear axle pared down to a thickness of 3mm. The front axle utilizes an H-section cross-section for enhanced rigidity. A U-shaped sub-frame supports the engine, clutch, and gearbox assembly, which is mounted onto the main chassis at three points. The crankshaft’s front end sits below the rear axle’s centreline, resulting in a downward slope of the crankshaft, transmission, and propeller shaft toward the front of the car to maintain a low centre of gravity.

Dimensions and weight

Dimensions of surviving chassis differ due to variations in body fitting.

Wheelbase: 8 ft 9 in; Track width: 4 ft 7 in

Weight:

1921 Grand Prix de l’A.C.F.: 19.5 cwt

1922 Isle of Man T.T.:

K Lee Guinness – 21 cwt 99 lb

H.O.D. Segrave – 22 cwt 31 lb

J. Chassagne – 22 cwt 10 lb (2,474 lb)

Engine dry weight: 520 lb

Engine

Depending on race regulations and events, two types of engines were paired with the 1921 Grand Prix chassis: a 3-litre straight-eight from 1921 and a larger 4.9-litre six-cylinder from 1916.

1921 Indianapolis – fitted with a 3-litre straight-eight engine equipped with four horizontal Claudel Hobson carburettors

1921 Grand Prix de l’A.C.F – utilized the same engine but with four Zenith carburettors

1921 Shelsley Walsh Hillclimb – powered by the 3-litre straight-eight

1922 Isle of Man Tourist Trophy – featured a modified version of the 3-litre straight-eight with increased compression ratio and two vertical Claudel Hobson CZC racing carburettors

1922 Coppa Florio Sicily – employed the older 1916 six-cylinder 4.9-litre engine

Both engine variants were also used at Brooklands and various hillclimb events

The 1921 3-litre Straight-Eight

Conceived by Coatalen, this inline straight-eight engine follows an Ernest Henry design, incorporating twin overhead camshafts. It features a bore and stroke of 65x112mm, resulting in a displacement of 2973cc. The cylinder blocks and crankcase are crafted from lightweight aluminum alloy, cast in two separate units each containing four cylinders; the cylinder head is a single, non-removable casting. Durability is enhanced by shrunk-in steel liners and phosphor-bronze valve seats that are screwed in place. The nickel-chrome forged crankshaft is precision-machined from one solid billet, equipped with plain bearings; it includes hollow five main journals and eight counterbalanced crankpins, operating without the need for a flywheel.

At the front, a series of straight-toothed pinions drive the camshafts, which rotate counterclockwise when viewed from above for both intake and exhaust valves. The pistons have aluminum domed heads with three compression rings plus an oil groove acting as a scraper ring, maintaining clearances between 0.015’’ and 0.018’’. Connecting rods utilize an H-section design with white metal big end bearings. Each cylinder contains four tulip-shaped overhead valves—two intake and two exhaust—set at a 60-degree angle and actuated by two overhead camshafts via inverted cup-style tappets.

Valve clearances when cold are set to 0.010 inches for the intake and 0.015 inches for the exhaust. Valve timing varied across chassis and over time; for instance, during the 1922 Isle of Man Tourist Trophy, the intake valve opened at 12° before bottom dead center (BBDC) and closed at 55° after top dead center (ATDC), while the exhaust valve opened at 45° before bottom center (BBC) and closed at 10° after top center (ATC). The compression ratio started at 5.7:1 for the 1921 French Grand Prix but was raised to 6.3:1 by the 1922 IoM T.T., delivering a peak power output of 112 bhp at up to 4,700 rpm.

The 1916 4.9-litre Six-Cylinder

Coatalen engineered the first-ever twin-cam six-cylinder engine globally for the 1916 Indianapolis 500, drawing inspiration from Ernest Henry’s prewar Peugeot design. This power unit consisted of two cast blocks containing three cylinders each, equipped with twin overhead camshafts driven via a vertical shaft, and featured four valves per cylinder arranged at a 60-degree included angle—totaling twenty-four valves. The crankshaft was constructed in three pieces and supported by four large ball bearings. Notably, this engine introduced drilled aluminum pistons to Sunbeam racing cars for the first time. Lubrication was managed through a dry sump system utilizing two oil pumps, while ignition relied on a single Bosch magneto. Fuel delivery was handled by twin Claudel Hobson carburettors, enabling the engine to produce 152 bhp at 3,200 rpm with a compression ratio of 5.8:1. A four-speed transmission featuring a cone clutch and Hotchkiss drive was standard equipment.

These engines were installed in Sunbeam chassis originally built for the 1914 Grand Prix and competed in American motorsport events during World War I when European racing was suspended. Under J. Christiaens’ direction, these cars frequently secured significant prize money, including $3,000 for fourth place in the 1916 Indianapolis 300-Mile race. Drivers such as Galvin and Louis Chevrolet also achieved multiple third-place finishes behind the wheel.

In 1919, two of these 4.9-litre engines were fitted into modified versions of the 1914 Tourist Trophy Sunbeam chassis for competitions including the Indianapolis 500 with drivers J. Chassagne and Dario Resta; however, they were eventually withdrawn due to surpassing the imposed limit of 300 cubic inches displacement. Josef Christiaens tragically lost his life while demonstrating one of these vehicles.

When installed in the 1921 Grand Prix Sunbeam chassis, this engine remained competitive, performing impressively at Brooklands until as late as 1929 and continuing to race at Southport into the early 1930s. William B. Boddy noted its enduring success at Brooklands circuits. Distinguished drivers like H.O.D. Segrave, Malcolm Campbell, and Kaye Don recorded significant achievements piloting this formidable combination.

Carburetion (3-litre engine)

Depending on the competition, a variety of carburettor arrangements were utilized. For the 1921 Indianapolis 500, four horizontal Claudel Hobson units were fitted, while the 1921 Grand Prix de l’A.C.F. employed four Zenith carburettors. The Isle of Man Tourist Trophy featured two vertical Claudel Hobson CZC 42 choke carburettors. Claudel Hobson operated as a subsidiary under S.T.D. The inlet manifolds were custom-built with integrated water jackets designed to prevent icing. Fuel delivery was maintained by pressure from a 30-gallon copper bolster tank positioned at the rear during events such as the Isle of Man Tourist Trophy and Coppa Florio, with alternative setups implemented for other races.

Fuel efficiency varied between 7 and 22 miles per gallon, equating to roughly 0.7 pint per brake horsepower per hour at 3,000 rpm and approximately 0.65 pint per brake horsepower per hour at 3,500 rpm.

Ignition (3-litre engine)

For the 1921 Indianapolis 500 and French Grand Prix, ignition was managed by a Delco coil and distributor powered by a dynamo linked to timing gears. Starting in 1922, two high-tension B.T.H four-cylinder magnetos driven via a shaft from the camshaft gears replaced this system. The ignition timing advanced by 45 degrees before top dead center (BTDC), adjustable through a Bowden lever mounted on the steering column or steering wheel during the Grand Prix.

The firing sequence was 1,3,4,2,8,6,5,7, except for chassis II where it was configured as 1,8,3,6,4,5,2,7.

Transmission (3-litre engine)

A standalone gearbox provided four forward speeds plus one reverse gear, featuring straight-cut gears with ratios of 1:1.165, 1:1.725, and 2.5:1 respectively. The clutch was a Hele-Shaw multi-plate design comprising six alternating steel and phosphor-bronze plates operating within graphite powder.

Power transmission followed a Hotchkiss-type system with an open propeller shaft connected to a bevel-driven rear axle. Gear ratios were adapted according to race conditions:

• 1921 – 13.48 ratio equating to 3.69:1
• 1921 – 14.47 ratio equating to 3.35:1
• 1922 – 13.49 ratio equating to 3.76:1

Typical speeds attained were around 70 mph in second gear, approximately 90 mph in third gear, and up to 108 mph in fourth gear.

Lubrication (3-litre engine)

The dry sump system incorporated two gear-type oil pumps—one for pressure and another for scavenging—with oil stored separately in a five-gallon tank located beneath the riding mechanic’s seat. A minimum oil pressure of 35 lb/in² was maintained to ensure safe operation.

Cooling (3-litre engine)

A water pump mounted at the front of the timing gear housing circulated coolant through a gallery pipe running along the near side of the engine block. This system supplied coolant to eight distinct points within the cylinder block situated below the exhaust ports.

Braking system

During the 1921 Indianapolis 500, braking was limited to small drums on the rear wheels only. Subsequent configurations incorporated Isotta Fraschini-style front brakes actuated by a hand lever, while rear brakes were controlled via the right foot pedal. Brake cables ran over phosphor bronze pulleys and could be adjusted using ratchets located beneath a hinged trap door ahead of the riding mechanic’s position. Components included cast steel ribbed brake drums, cast alloy brake shoes, and cast iron lining segments.

Suspension

All four corners featured underslung semi-elliptical springs supplied by Jonas Woodhead and Sons—an S.T.D. subsidiary—augmented by twin Hartford shock absorbers at each wheel.

Steering

The steering system employed a high-geared laminated spring steel 'Rene Thomas' steering wheel; notably, only one surviving Sunbeam retains this particular setup.

Wheels:

Rudge-Whitworth detachable wire wheels.

Tyres:

For the 1921 Indianapolis 500: straight side tyres measuring front 32x4½ inches and rear 33x3 inches.

For the 1921 French Grand Prix: straight side tyres sized front 815x105 mm and rear 820x120 mm.

For the 1922 Isle of Man Tourist Trophy: Dunlop traction tread straight side tyres front 32x4 inches and rear 32x4½ inches.

Body

The lightweight chassis was constructed entirely from aluminum, featuring a bonnet fastened to reinforcing straps made of copper and brass, an inclined steel scuttle, a seats tub, and a tail section. The Works produced both narrow, staggered two-seater and single-seater variants. Instead of fabricating new bodies for each competition, Sunbeam adapted existing ones to suit alterations in branding, carburettor configurations, engine models, and fuel tank sizes. Bonnet side blisters were modified to fit various carburettor arrangements; a hatch was incorporated into the scuttle when installing the 1916 4.9 L engine; different tail designs and radiators were swapped as necessary. For the 1922 IoM T.T., flared front offside wings were utilized. The frontal area measured approximately 11½ square feet without the wing, expanding to 13½ square feet when including the wing and riding mechanic.

Types of bodies employed in major competitions included:

• 1921 Indianapolis 500 – two-seater with pointed tail, 3 L – Grand Prix model.
• 1921 French G.P. – two-seater featuring pointed (Talbot Darracq radiators) and slanted tails, 3 L (Talbot radiators) – Grand Prix model.
• 1922 IOM T.T. – two-seater with exposed fuel tank, 3 L – Tourist Trophy model.
• 1922 Coppa Florio – two-seater with exposed fuel tank and modified bonnet, 4.9 L – Tourist Trophy model.

Instruments

The instrumentation varied depending on driver preferences and engine variants. During the IoM Tourist Trophy, the cars were equipped with Jaeger tachometers, Sunbeam oil pressure meters, fuel air pressure gauges, dual magneto switches, and twin glass oil restrictors.

1921 Indianapolis 500

Attracting an audience of 135,000, the 1921 Indianapolis 500 featured a strong lineup of 23 competitors representing European marques such as Ballot, Peugeot, and S.T.D., alongside American manufacturers including Dusenberg, Frontenac, and Miller. Prominent drivers included Jimmy Murphy, Tom Milton, Roscoe Sarles, Albert Guyot, and Jean Chassagne.

S.T.D. entered three vehicles: two Sunbeams driven by Rene Thomas (car no.17) and Ora Haibe (no.16), plus one Talbot Darracq piloted by Andre Boillot (no.11). These cars were identical except for differences in radiator shape and badges. The team received instructions to preserve engine condition for the upcoming French Grand Prix.

Ralph de Palma led the race for 112 laps at an average speed of 93 mph in a Ballot before retiring due to bearing failure. The event was dominated by American Frontenac and Dusenberg cars; eight out of nine finishers were from the US, with Frontenac sweeping all podium positions. Ora Haibe was the sole European finisher in fifth place at an average speed of 84.277 mph, earning $3,000 in prize money. The Talbot Darracq retired early because of engine issues; Rene Thomas held fourth place until lap 144 when a water connection failed.

1921 French Grand Prix de l’A.C.F.

The 1921 French Grand Prix marked the revival of international motor racing following World War I, taking place on July 25 over a circuit measuring 321.68 miles—later renowned as Le Mans. The race attracted leading teams from France, Britain, and the United States.

Although S.T.D. intended to enter seven cars, only four were ready after last-minute preparations at Sureness. Leveraging its global manufacturing network, S.T.D. fielded two vehicles under the Talbot name and two as Talbot Darracq—mechanically identical but differentiated by radiator design and tail shape. Talbot entries (numbers 10 and 4) were driven by newcomer H.O.D. Segrave and veteran K. Lee Guinness; Talbot Darracqs (numbers 5 and 15) were assigned to French drivers Rene Thomas and Andre Boillot. All cars were adapted from their Indianapolis setup with front and rear brakes added; starts occurred in pairs at thirty-second intervals.

Rene Thomas retired on lap 24 after a stone punctured his oil tank. Andre Boillot completed a cautious race despite undergoing seven tire changes to finish fifth—the highest placing for S.T.D. Guinness finished eighth after nine tire replacements.

The poor condition of the circuit caused extreme tire degradation; Segrave alone changed tires fourteen times but maintained an average speed of 62.6 mph to finish ninth in just over five hours. His performance earned him a position with the Sunbeam Works team, marking the beginning of his successful racing career.

The contest was primarily between Ballot and Dusenberg; Jimmy Murphy triumphed in a Dusenberg despite suffering fractured ribs—achieving the first American victory at this event in forty-six years. Ballot secured other podium positions while S.T.D.'s best result was fifth place.

1921 Shelsley Walsh

Following their return to Wolverhampton, England, the quartet of vehicles underwent modifications; the two Talbots received Sunbeam radiators and were entered in the prestigious Shelsley Walsh Speed Hill Climb on September 9, 1921, the foremost annual hill-climb event in the UK. This occasion marked the debut of Raymond Mays—then a Cambridge student—competing in a personally tuned Hillman, completing the course in 82.2 seconds. The event, hailed as the finest to date, attracted an audience of approximately 5,000.

H.O.D. Segrave’s green 1921 Grand Prix car no.10 (renumbered to 14) was piloted by the famed Count Louis Zborowski, renowned for his association with Chitty Bang Bang; George H. Day drove the 1921 G.P. Talbot no.4 (race no.15) alongside riding mechanic Bill Perkins. The event enjoyed comprehensive backing from factory engineers and drivers.

Outfitted with full Le Mans Grand Prix road-racing specifications, including high gearing ratios (3.61:1) and the absence of a flywheel, these cars exhibited sluggish starts—Day secured fourth place with a time of 62.8 seconds, while Zborowski finished seventh at 65.8 seconds. Nonetheless, their cornering capabilities and overall excitement once at speed were highly commended. The fastest run was recorded by C.A. Bird in a 1916 Indianapolis 4.9-liter Sunbeam, clocking 52.2 seconds.

1922 Isle of Man Tourist Trophy

The R.A.C. Tourist Trophy held on June 22, 1922, marked both the first such race after an eight-year hiatus and the final motorcar Tourist Trophy contested on the Isle of Man. The competition adhered to regulations identical to those governing the 1921 Grand Prix and Indianapolis 500: a maximum engine capacity of three liters and a minimum weight of 1,600 pounds. Concurrently, an 'International 1,500 Trophy' for voiturettes up to 1,500cc took place on the same Mountain Course—covering 302 miles over eight laps for the main race and 226.5 miles across six laps for the smaller class.

The primary three-liter race featured three altered cream-and-red Bentleys—including one driven by W.O. Bentley—three vivid red Vauxhalls engineered by Harry Ricardo, and three modified dreadnought grey Sunbeams modeled after the 1921 Grand Prix design. The voiturette division included three blue Talbot-Darracqs—smaller counterparts to Sunbeams equipped with single cylinder blocks—three French Crossley-Bugattis, a peacock-blue Enfield-Allday driven by A.C. Bertelli, a Hillman entry, and three Aston Martins (only one of which started).

Sunbeam’s Experimental department prepared four modified chassis from their 1921 G.P. cars for a team comprising three racers plus one reserve. Enhancements included weight reduction, installation of a 30-gallon bolster fuel tank, replacement of Delco coil ignition with dual BTH magnetos, fitting two CZC Claudel Hobson carburetors, and raising compression ratio to 6.3:1 to produce 112 bhp. Jean Chassagne utilized his distinctive laminated sprung steel steering wheel.

Practice sessions spanned two weeks on closed roads during early mornings before race day amid harsh weather conditions—strong winds, heavy rainfall, mist reducing visibility below twenty yards—and calcium chloride dust control treatments that rendered roads muddy and slippery.

Sunbeam I (race no.1), driven by K Lee Guinness, withdrew due to clutch failure; Sunbeam II (race no.4), piloted by H.O.D Segrave, achieved fastest laps in practice and race at an average speed of 57.3 mph but retired on lap five because of magneto problems; Sunbeam III (race no.7), retaining its original 1921 Grand Prix number under updated livery and driven by Jean Chassagne with mechanic Robert Laly aboard, secured victory in 5 hours 24 minutes and 50 seconds at an average speed of 55.78 mph.

Out of nine starters in the main event, five completed the race; only Bentley managed a full team finish and was awarded the Team Prize while Chassagne earned praise as "a pure artist at the wheel." In the voiturette category, six out of ten reached the finish line; Sir Algernon Guinness claimed victory driving Talbot Darracq I no.24 at speeds reaching up to 90 mph along Sulby Straight, delivering an S.T.D. one-two finish ahead of Divo in second place; Crossley-Bugattis secured the team award despite trailing approximately twenty minutes behind the winner.

1922 Coppa Florio

After the Tourist Trophy event, two T.T. vehicles powered by the robust 4.9 L 6-cylinder 1916 engine, along with three 1.5 L Talbot Darracq voiturettes, were transported aboard K. Lee Guinness's yacht Ocean Rover to Barcelona for the Penya Rhin race, before proceeding to Sicily for the Coppa Florio.

Held on 19 November 1922, the Coppa Florio covered a distance of 268.43 miles. Car no.1 (DA6752) was driven by J. Chassagne, while H.O.D. Segrave piloted car no.5 (DA6521), both still adorned in the T.T. 'Sunbeam Dreadnought Grey' paint scheme.

The demanding 69-mile circuit featured more than 1,600 bends and challenging terrain. Louis Coatalen described it as "Quel spectacle de desolation!". Among the nine starters were two Sunbeams, two Peugeots, three Diattos, and two O.M.s. Cars departed at five-minute intervals under the observation of former King Constantine and ex-queen of Greece; only four completed the race—the two Peugeots and two Sunbeams.

The steep inclines caused oil to collect in the Sunbeam engine sump, leading to fouled plugs and delays. Segrave also stopped to aid Meregalli and his mechanic after their Diatto overturned, which resulted in the first fatal incident on the Sicilian circuit. Despite these challenges, Segrave secured second place after 8 hours and 15 minutes (averaging 32.351 mph), finishing behind Boillot’s winning Peugeot.

Near Polizzi in the Madonie Mountains during the penultimate lap, a stone damaged Chassagne’s oil pipe. Improvising, he replenished oil using locally purchased olive oil and managed to complete the race in fourth place.

Other speed events

Brooklands played a crucial role for the S.T.D. Combine as a venue to demonstrate racing prowess, test new racing machines ahead of international competitions, and exhibit obsolete racing cars for sale following a mandatory 'cooling period.' This strategy was exemplified by the 1921 G.P. chassis.

The prototype 1921 G.P. chassis underwent testing at Brooklands on March 21, 1921, with H.O.D. Segrave driving it to victory in the Easter scratch race at an average speed of 94.64 mph. After observing a cooling period, chassis no.3 participated in the August 1923 Brooklands 100 mph long handicap, matching the fastest lap at 101.02 mph before being sold off. Chassis no.4, fitted with a 4.9 L engine, was acquired by Malcolm Campbell, painted blue as 'Blue Bird,' and actively raced at Brooklands over several years.

These 1921 G.P. chassis also achieved success in other competitions, notably at Southport under private owner J G Jackson into the 1930s, and performed admirably in various races throughout France and New Zealand during the 1920s under private ownership.

History of Works Team Cars

Although S.T.D. entered seven cars for the 1921 Grand Prix de l’A.C.F., only four were ultimately entered in competition; there is no indication that more than these four plus a single fifth 'Experimental' car were constructed.

In 1922, a single-seater body was mounted on one of the 4.9 L 1921 G.P. chassis for an attempt at a 24-hour record and was later driven by Dario Resta at Kop Hill Climb in 1924, recording the second fastest time of day. It is possible that another chassis briefly carried this body; however, no additional records exist.

The S.T.D. Works frequently modified the 1921 G.P. chassis—altering paint schemes, radiator badges (Sunbeam, Talbot, Talbot Darracq), engine sizes (3 L and 4.9 L), braking systems, body styles, fuel tanks, and axle ratios—to accommodate diverse events and markets, illustrating early examples of badge engineering.

Construction of these four cars began late in 1920; testing commenced at Brooklands in March 1921; three were entered into the May Indianapolis 500 (two under Sunbeam and one as Talbot Darracq). Later that year they competed in the French Grand Prix equipped with front-wheel brakes. Following an accident at Spa Hill Climb, one vehicle was probably rebuilt. Two Talbots participated at Shelsley Walsh Hill Climb in September to conclude their racing activities for 1921.

In 1922, these four cars were reconfigured (known as '1922 IOM') and entered as Sunbeams for the Tourist Trophy—three as team entries plus one reserve car. Two retained this setup with their 4.9 L engines when entered in the Coppa Florio; this event marked their final international Works appearance.

During this time frame, a fifth car with a 4.9 L engine performed well at Brooklands before all underwent a cooling period prior to being sold to private owners.

Of these five vehicles, four remain extant:

• The two Tourist Trophy cars (those driven by Segrave and Chassagne) have survived largely unaltered from their original configuration and are housed in the UK.
• One T.T./Coppa Florio car became Malcolm Campbell’s 'Blue Bird,' undergoing several modifications before being dismantled in the 1950s; it was restored back to standard T.T. specifications in 1988.
• Another T.T. car saw extensive use in UK sand racing before being dismantled during the 1950s and subsequently lost.
• The fifth vehicle retains its original 1922 4.9 L configuration; after being sold to an Argentine privateer who re-bodied it as a single-seater following a crash, it is now preserved at the Indianapolis Motor Speedway Museum.

Although Sunbeam Works documentation linking chassis and engine numbers with drivers has been lost over time, substantial information survives through published studies and private collections—including some chassis details from Brooklands records. Since Sunbeam racing bodies were always matched exclusively to their original chassis without alteration, identifying a particular body effectively identifies its chassis number. Research into individual vehicle histories has been primarily conducted by Dick Messenger, Peter Hull, Graham Vercoe, and George Begg; however, some details remain incomplete or uncertain.

The prototype vehicle

• Engine: 4.9 L (1935 - Bentley 4.5 L; 1960s – Lincoln V12; 1965 – original Sunbeam 4.9 L no. 3 restored with Claudel Hobson carburettors)
• Bodywork: Pointed Grand Prix tail two-seater; 1927 – McAlister Co. aluminium single-seater
• Color scheme: 1922 unpainted bonnet marked 'Sunbeam'; 1927 - Alzaga's distinctive white stripe on the scuttle; 1960s – grey body with red chassis; currently – green no.3

This experimental model combined a 4.9 L powerplant with a 1921 Grand Prix chassis, delivering significant achievements for S.T.D. Works in the UK. Acquired by Argentine enthusiast Alzaga Unzue, it earned Argentina’s inaugural international triumph at the 1924 French Grand Prix. Following a crash at the Spanish Grand Prix that same year, its engine was repurposed for motor-boat competition before being reunited with the chassis in 1927 as a single-seater. Imported into Argentina, it competed with different engines and was exhibited in 1965 at the Indianapolis Motor Speedway Museum, equipped with its original 4.9 L engine.

Chronology

1922

• 25 March, Kop Hill: two-seater with pointed Grand Prix tail, powered by a 1916 4.9 L inline-6; Vandervell recorded second fastest time (27.2 sec)
• 17 April, Brooklands: two-seater pointed Grand Prix tail raced by H.O.D. Segrave (3rd and 2nd places)
• 13 May, Brooklands: Segrave secured first and third positions
• 18 May, Brooklands Class F Records: Segrave achieved speeds between 114.95 and 115.26 mph over distances from half a mile to five miles
• 20 May, Brooklands Duke of York and Athlone Lightning Handicaps: Segrave attained one victory and two runner-up finishes (109.82 mph)
• 5 June, Brooklands: Segrave competed in races
• 17 June, Saltburn Speed Trials: Leo V. Cozens fastest in class O (22.8 sec)
• 1 July, Spread Eagle Hill Climb: M. Campbell established new record (41 sec)
• 8 July, Holmes Moss Hillclimb: Campbell set new record (80.8 sec)
• 29 July, Shelsley Walsh: C.A. Bird finished second (54 sec)
• 30 September, Brooklands Speed Championship: Segrave won his class (105.58 mph)

1924

• 29 March, Kop Hill Climb: D. Resta recorded second fastest time (29.2 sec) in single-seater configuration
• 13 July, Grand Prix de Provence: Alzaga Unzue won driving two-seater pointed Grand Prix tail car (average speed 92 mph), marking Argentina’s first international victory
• 27 September, St Sebastian: Alzaga Unzue crashed during competition

1925

• St Sebastian Spain Copa del Rey: the 4.9 L engine was installed on the motorboat "Papirus," where Alzaga Unzue finished second
• Alzaga also achieved notable results in Biarritz and San Sebastian boat races and possibly Monte Carlo events using either the Sunbeam six-cylinder or a twelve-cylinder engine
• Multiple trophies and awards were earned during the Monte Carlo Meeting on 28 March and subsequent events between August and September

1927

• Reconstructed by McAlister Co., Paris as a single-seater featuring aluminium bodywork and central steering; displayed Alzaga's white stripe on the scuttle; equipped with Talbot radiator; registered as 2546 W1
• Arrived in Buenos Aires aboard Cap Arcona on 5 December
• Offered for sale by Alzaga via Ysozaga y Compania

1928

• January testing at San Martin Autodrome in Argentina was successful
• In May, possibly acquired by Francisco Hampton who tested it for the 500 Miles race but did not participate; Luis Viglione tuned it to an estimated top speed of 124 mph at 6000 rpm

1935

• Prepared by Eric Forrest Greene with a re-bored engine (192.5 CID), modified seating, and an exposed copper fuel tank
• On 9 August, retired from the 500 Millas Argentinas due to handling difficulties and magneto failure
• A December race at Parana also ended without completion; Greene later installed a Bentley engine known as 'Ben-Sun'

1936

• At the Lincoln Argentine race, Greene finished second in his heat but retired on the final lap using either the original or Bentley engine

1954

• Eric Forrest Greene died in Argentina

1960s

• Owned by Roberto Noccetti; likely fitted with Lincoln V12 engine; painted with grey body and red chassis

1965

• Acquired by Indianapolis Motor Speedway Museum for $4,000; housed both Lincoln V12 engine and original Sunbeam 4.9 L engine fitted with Claudel Hobson carburettors and magneto ignition
• Dimensions: wheelbase of 105.5 inches; front track width of 56.25 inches; rear track width of 54.5 inches
• Currently equipped with original 4.9 L engine painted green no.3; largely retains the modified 1927 single-seater body including bonnet bulges and relocated controls

The Sand Racer

• Powertrain: 3 L straight-eight engine; later upgraded with supercharging; replaced in 1934 by a Rolls-Royce 14.2 L Falcon engine
• Bodywork: Pointed Tail Grand Prix style; painted in 'Sunbeam IX' livery

Originally built as a 1921 Grand Prix chassis, this vehicle was equipped with a 3-litre straight-eight engine and a Grand Prix body. Its official factory racing record is not documented. After leaving factory hands, it was acquired by J.G. Jackson, who enhanced and campaigned the car successfully at Southport's sand racing events using an alcohol-fueled setup. Following an engine failure in 1934, the original power unit was substituted with a Rolls-Royce 14.2 L Falcon engine (also referred to as 20/25-h.p.). By the 1950s, the car had been dismantled and lost, representing the sole known disappearance of a 1921 Grand Prix chassis.

History

1925

• Acquired from Malcolm Campbell (distinct from his 4.9 L 'Bluebird')
• Secured several victories and podium placements at Southport MC Speed Trials and Cheshire Centre ACU Meetings under driver G J Jackson

1926

• Maintained strong finishes at Southport MC Race Meetings and Cheshire Centre ACU events with G J Jackson behind the wheel

1928

• Installation of Cozette supercharger
• Continued to achieve competitive results at Southport MC Race Meetings

1929

• Achieved significant victories in both novice and unlimited categories at Southport MC Race Meeting

1931

• Earned podium positions including first place in the unlimited general class at Southport MC events

1932

• Delivered multiple first and second place finishes at Southport MC Race Meetings
• Recorded a top speed of 107.5 mph over 1 km (flying start), earning the ‘100" Gold Badge’

1933

• Exhibited commanding performances with numerous first-place results at Southport MC Race Meetings

1934

• Secured several wins at Southport MC Race Meeting
• Engine upgraded by J W Burnard to Rolls-Royce 14.2 L Falcon unit

1935

• Underwent testing by Fensom & W Boddy at Brooklands circuit

1940

• John W Burnand installed a Rolls-Royce 14.5-litre V12 Falcon engine

1950s

• Chassis, bodywork, and Rolls-Royce Falcon engine survived only in fragments before ultimately being lost

Sunbeam II (the Segrave T.T. car)

• Chassis number: 2
• Engine: 3-litre straight-eight
• Body: Standard design for the 1922 Tourist Trophy
• Paint scheme: Originally 1922 T.T. Dreadnought Grey; later repainted British Racing Green without 'T.T. Sunbeam' lettering; white panels on bolster tanks
• Registration numbers: MN2044 (IOM Temporary); KU 2727, 739 BH

After achieving a leading European finish in the 1921 Indianapolis 500, this vehicle also competed in that year's French Grand Prix. The Works team modified it for H.O.D. Segrave’s use in the 1922 Tourist Trophy, where it set fastest times during practice and race but retired due to magneto failure.

Sunbeam later equipped the car with road-going features such as lights, a self-starter, and a flywheel before selling it in 1925. The car saw little use until Sunbeam authority Anthony S. Heal commissioned Len Gibbs in 1946 to restore and repaint it British Racing Green, adding a non-original rigid-pattern steering wheel. It was occasionally driven until its sale to the Rootes Motor Museum in 1956.

During the 1960s, John T Panks (Rootes General Manager) undertook restoration work in New York, replacing original carburettors with Solexes. The car then participated in vintage speed events across the United States before returning to the UK for similar Vintage Sports-Car Club competitions.

Bentley aficionado Guy Shoesmith purchased the vehicle in 1968 and engaged Donald McKenzie for an extensive restoration of chassis and mechanical components, including fitting a new dashboard featuring original instruments. The car continued to compete in V.S.C.C. events before becoming part of the Donington Collection. It was sold at a Phillips auction in 1988 to a private collector in the UK.

History

• May 30, 1921: Finished 5th at the Indianapolis 500 driving the Ora Haiba Sunbeam no.16, earning a $3,000 reward
• July 25, 1921: Competed in the French Grand Prix de l’A.C.F. held at Le Mans
• June 22, 1922: Participated in the Isle of Man RAC Tourist Trophy with H.O.D. Segrave and mechanic Paul Dutoit; retired due to magneto failure but recorded the fastest lap at 57.70 mph
• 1925: Owned by Ronald I Smith from Manningham, Bradford
• Sunbeam Motor Trader Eric S. Myers LTD., located on Manningham Lane, Bradford
• 1942: Ownership transferred to Anthony S. Heal
• 1956: Became part of the Rootes Motors Museum collection
• 1960s: John T Panks from New York involved in vintage racing and exhibitions with the vehicle
• 1968: Guy Shoesmith (UK) continued racing under V.S.C.C.; car was exhibited at Donington Grand Prix Collection
• 1988: Held within a private UK collection and featured in Phillips Auction

Sunbeam III (the T.T. winner)

• Chassis Number: 3
• Engine: Initially a 1921 straight-eight 3-liter unit adapted for the 1922 Tourist Trophy; temporarily replaced by a 1916 inline-6 of 4.9 liters for the 1922 Coppa Florio before reinstating the original engine in 1923
• Bodywork: Standard model used in the 1922 Tourist Trophy
• Paint Schemes: Various over time—1921 British Racing Green no.10; Dreadnought Grey no.7 for the 1922 T.T.; Dreadnought Grey during Sicily 1922; labeled 'Sunbeam VII' in 1925; oxide red in 1960; restored to British Racing Green no.7 in 1989; reverted to Dreadnought Grey in 2014

This vehicle stands as the most accomplished and authentic example among the 1921 S.T.D. Works cars, recognized as H.O.D. Segrave’s inaugural Grand Prix racer and marking the first British international racing triumph after World War I. After departing from S.T.D., it remained in New Zealand for many years under consistent ownership, gaining status as a legendary racecar exhibited in a motor museum before undergoing restoration and being returned to the United Kingdom.

Registration

• Registered as XH1385 (London) for the 1921 French Grand Prix
• Temporary team registrations during the 1922 Isle of Man Tourist Trophy included MN2041, MN2042, MN4043, MN4044
• DA6752 registered in Wolverhampton for the 1922 Coppa Florio
• From 1926 to 1990, registered in New Zealand with annually changing numbers such as 40–749 in 1938 and 120–833 in 1954
• Registered as SV7968 in 1999
• Re-registered DA6752 in 2010

History

• Developed by S.T.D.’s Experimental Department as a Grand Prix entry in 1921
• July 25, 1921: Competed at Grand Prix de l’ACF Le Mans as Talbot No.10 driven by H.O.D. Segrave, finishing ninth
• September 9, 1921: Participated at Shelsley Walsh Hillclimb as Sunbeam No.14 with Count Louis Zborowski, placing seventh
• June 22, 1922: Won Isle of Man Tourist Trophy as Sunbeam No.7 piloted by Jean Chassagne
• November 19, 1922: Finished fourth at Coppa Florio driving Sunbeam No.1 (4.9 L), Jean Chassagne behind the wheel
• August 1923: Bill Perkins reached an average speed of 101.02 mph during Brooklands’ long handicap event exceeding the century mark
• Owned by Mathew Wills from New Zealand since circa 1925 via R F Fuggle UK
• February 15, 1926: Secured second place at Muriwai Beach NZ Motor Cup with Mathew Wills driving
• February 1927: Did not start (DNS) at Muriwai Beach NZ Motor Cup with Mathew Wills
• Subsequent New Zealand proprietors and racers included George Henning (1927–28), Dick Messenger (1933), Ken Hemus (1946), Roy Cowan (1947–50), and Rob Shand (1951)
• Displayed at Queenstown Motor Museum from 1974 to1988; transferred to Donington Grand Prix Collection in1989; restored and exhibited continuously since1992
• Participated in notable events such as Cartier Concours (1997), Laguna Seca USA (2005), Pebble Beach Concours (2005), Goodwood Revival (2006), Ennstal Classic Austria (2006), Cholmondeley Pageant of Power (2008), Hampton Court Concours (2014), and Manx Classic (2015)

Sunbeam IV (Campbell's 'Blue Bird')

• Chassis Number: 4
• Powerplants: initially a 3 L straight-eight engine; subsequently fitted with several engines including the ‘Gold Star’ Vauxhall 30/98; restored in 1988 with a 3 L straight-eight
• Bodywork transitioned from the original T.T. design to a tapered tail, later adopting a two-seater T.T. configuration
• Paint schemes varied over time: dreadnought grey (1922), 'Blue Bird Blue' featuring "Blue Bird" insignia (1924), 'Firefly I' livery (1925), red and black wheels (1926), primrose yellow (1933), blue (1934), and British Racing Green during restoration phases

After its notable performance as an S.T.D. Works Team entry in the 1922 Coppa Florio, this automobile became famously linked with speed record breaker Malcolm Campbell, recognized as one of his iconic 'Blue Bird' vehicles. Campbell extensively raced the car at Brooklands and hill climb events, achieving numerous victories. Later, Dunlop acquired it for tire development testing at Brooklands, with driver Paul Dutoit behind the wheel alongside the Alvis 'Firefly II', earning it the nickname 'Firefly I'.

In 1926, new proprietors rejuvenated the veteran racer, initiating an extraordinary era of Brooklands competition triumphs that historian William Boddy described as unmatched during that timeframe. Throughout the 1930s, it competed under titles such as 'the Munday Special' and 'the Bainton Special'. Following disassembly in the 1950s, it underwent restoration in 1988 to replicate the original Sunbeam T.T. no.1 and was exhibited at the Donington Grand Prix Collection before entering private ownership.

History

1922

• June Isle of Man TT: Sunbeam with straight-eight three-litre engine
• 19 November Coppa Florio: covered 268.5 miles over 4 laps with T.T. body and 4.9L engine; race number 5; time 8:15:7 (averaging 32.5 mph); driver H O D Segrave; finished second

1923

• 23 June Fanoe Island, Denmark Speed Trials: competing in the six-litre class, achieved a two-way average speed of 100 mph; driver M. Campbell; registration XO3716; secured first place
• 8 September Shelsley Walsh: using T.T. body with a 4.9L engine; race number 35; M. Campbell driving under registration XO3716; completed course in 54.8 seconds; first in three-litre category

1924

• 21 April Brooklands Easter Meeting Lightning Long Handicap: raced with T.T. body and 4.9L engine painted in 'Blue Bird Blue' bearing "Blue Bird" on bonnet; M. Campbell registered XO3716; participated in race 5 (#5) and race 10 (#6); won with speeds of 100.5 mph and lap speed of 111.67 mph
• 9 June Brooklands: T.T. body with a 4.9L engine; M. Campbell registered XO3716; entered race 3 as car no.2 and race 7 as car no.1
• 28 June Spread Eagle Hill-Climb: T.T. body and 4.9L engine; M. Campbell registered XO3716; recorded second fastest time of day at 39.8 seconds
• June Porthcawl one-mile sand course: equipped with pointed tail (non-GP) body and 4.9L engine; M. Campbell registered XO3716; fastest time of day at 47.4 seconds crossing at approximately 110 mph
• 4 August Brooklands August Meeting Lightning Long & Short Handicap: pointed tail body with a 4.9L engine; M. Campbell registered XO3716, car no.3; first place in both events with speeds of 107.5 mph &103.25 mph and lap speed of 112.93 mph

1925

• Utilized by Dunlop for tire trials at Brooklands under the name 'Firefly I'

1926

• Purchased by Captain (later Sir) A G Miller for £355
• 5 April Brooklands Easter Meeting Private Competitors Handicap: bright red paint with black wheels and new shock absorbers; A G Miller driving; secured first place at an average speed of 91.75 mph
• 24 April Brooklands Surbiton MC Meeting Surrey Senior Short Handicap: A G Miller finished second at a speed of 99.5 mph; competitor Kaye Don also participated in separate race
• 24 May Brooklands Whitson Gold Vase Handicap: A G Miller triumphed over Kaye Don driving a Viper, achieving first place at an average speed of 102.7 mph and lapping at 114.23 mph
• Throughout the year, both A G Miller and Kaye Don delivered multiple podium finishes and record attempts at Brooklands

1927

• Kaye Don achieved several victories and podium placements during Brooklands Easter and Surbiton MC Meetings, frequently exceeding speeds of 105 mph

1928

• Acquired by E L Bouts for £240, repainted red with pointed tail bodywork, overhauled and maintained by T & T team; shared driving duties between Kaye Don and Jack Dunfee, reaching lap speeds up to 117.46 mph during Brooklands Club days and Bank holidays
• Consistently secured top positions across various handicap races and sprint contests

1929–1931

• E L Bouts maintained competitive form with numerous wins and podiums at Brooklands including first place in March 1931’s Lincoln Long Handicap averaging over 101 mph
• From April 1926 onwards, amassed an exceptional record of victories and top finishes described as "the best run of success by any Brooklands' car within such a timeframe"
• Following engine failure, underwent repairs leading to resale efforts; subsequent owners included Geoffrey Daybell and R J Munday who fitted replacement engines

1933–1935

• R J Munday campaigned the vehicle fitted with the "Gold Star" Vauxhall engine variant painted primrose yellow, known as the "Munday Special"
• Alan G Bainton operated another version equipped with Vauxhall powerplant painted blue, referred to as the "Bainton Special"
• By mid-1930s, the car bore blue paintwork reflecting ongoing modifications alongside changes in ownership

Post-war Developments

• In 1957, John Howell transferred to Sir Ralph Millais a Vauxhall 30/98 engine and radiator, along with a complete straight-eight 3 L engine, another unit missing its lower section and featuring a cracked block, two gearboxes, and additional components.
• By 1959, a bare chassis accompanied by numerous straight-eight three-litre engine parts from John Howell and A S Heal was sold to Rob Shand in New Zealand for £125.
• In 1988, Ian Jones from Fairlie, New Zealand, installed a spare straight-eight 3-litre engine onto the bare chassis for Rob Shand.
• The following year, 1989, saw Tom Wheatcroft acquire the chassis and commission Auto-Restoration of Christchurch, New Zealand to restore it to the 1922 T.T. race number 1 specification; this vehicle was subsequently exhibited permanently at the Donington Grand Prix Collection in the UK.
• In 2011, ownership changed hands again when the vehicle was sold through Martin Chisholm to the Sielecki Collection in Argentina.
• Later, in 2014, the car was sold via Hall & Hall.

"The Invincible" Talbot-Darracq

In 1921, S.T.D. Suresnes Works produced three lightweight cars designed specifically for the 1,500cc Voiturettes category. These compact models were scaled-down versions of the Sunbeam 3-litre Grand Prix cars, utilizing engines closely derived from one of the two G.P. blocks and fitted with shorter chassis. Finished in blue and entered in premier events within their class, these vehicles dominated Voiturette competitions for six consecutive years—securing victory in every race they contested—earning them the epithet "The Invincible Talbot-Darracq."

Their debut was remarkable at the 1921 French Grand Prix des Voiturettes held at Le Mans, where they achieved a first through third finish—a rare accomplishment previously matched only by Sunbeam in 1912. Between 1921 and 1922, these dependable machines won all six races they entered, frequently sweeping the podium positions. Upgrades in 1923 introduced an engine designed by V. Bertarione, allowing continued competition through to 1926 and adding eleven further wins to their record.

None of these original trio of cars are known to have survived.

Chassis Specifications

Wheelbase measured at 8 feet; track width was 3 feet 7 inches; equipped with a four-speed gearbox and four-wheel braking system; rear axle operated without a differential; dry weight stood at 1,456 pounds; streamlined bodies were crafted by Hawker specifically for the 1921 Brooklands J.C.C. 200-mile Race.

Engine Details

The powerplant was a 1,486cc unit representing half of a full 3-litre G.P. engine (see comprehensive specifications under the 3-litre engine section). It featured a compression ratio of 6.4:1 and delivered an output of 53 bhp at 4,000 rpm. Unlike its Grand Prix counterpart, this engine was mounted directly to the chassis via four points without employing a sub-frame. Initially equipped with a single Claudel Hobson carburettor later replaced by a Solex model; ignition was provided by a battery-fed coil system. The maximum speed attainable was approximately 95 mph.

Competition Record

18 September 1921, Coupe Internationale des Voiturettes at Le Mans (279 miles)

• 1) René Thomas (with mechanic Albert Divo) – time: 3:52:16; average speed: 72.1 mph
• 2) K Lee Guinness (with mechanic B Perkins) – time: 3:54:11
• 3) H.O.D. Segrave (with mechanic J Moriceau) – time: 3:54:51

22 October, Brooklands J.C.C. 200-mile race (201 miles):

• 1) H.O.D. Segrave – finishing time: 2:16:26; average speed: 88.82 mph; fastest lap recorded at 97.65 mph
• 2) K Lee Guinness – finishing time: 2:16:31
• 3) M. Campbell – finishing time: 2:20:28

22 June 1922, Isle of Man 'International 1,500 Trophy' (226 miles)

• 1) A. Lee Guinness – finishing time: 4:14:46; average speed: 53.3 mph
• 2) Albert Divo – finishing time: 4:17:38; average speed: 52.75 mph

2 July, Course de Cote de Val-Suzon:

• 1) Rigoulot – completion time of 3 minutes and 56 seconds

6 August, Course de Cote du Mont Ventoux:

• 1) Albert Divo – completion time of 29 minutes and 32 seconds

19 August, Brooklands J.C.C. 200-mile race (199 miles):

• 1) K Lee Guinness – finishing time: 2:17:37; average speed: 88.1 mph
• 3) H.O.D. Segrave – finishing time: 2:21:39; average speed: 85.55 mph

20 August, Course de Cote Lafrey:

• 1) Albert Divo – completion time of 6 minutes and 57 seconds

16 September, Coupe Internationale des Voiturettes at Le Mans (375 miles):

• 1) K Lee Guinness – finishing time: 5:12:07; average speed: 72.1 mph
• 2) Albert Divo
• 3) H.O.D. Segrave

5 November, Grand Prix de la Penya Rhin at Villafranca circuit, Barcelona (331 miles):

• 1) K Lee Guinness – finishing time: 4:55:46; average speed: 65.4 mph
• 4) H.O.D. Segrave

The 1921 3 L Straight-Eight

Detailed specifications can be found in the following sources:

• Motor Sport, March 1948, Cecil Clutton, pp. 75–78
• Sunbeam Racing Cars by Anthony S Heal, 1989, pp. 83, 87–89, 310–311
• Racing Cars Between 1919 and 1939 by T.A.S.O. Mathieson, 1963, pp. 182–183

The 1916 4.9 L Six-Cylinder

Technical details are documented in:

• Sunbeam Racing Cars by Anthony S Heal, 1989, pp. 80, 310–311
• Racing Cars Between 1919 and 1939 by T.A.S.O. Mathieson, 1963, pp. 180–181
• The Classic Twin-Cam Engine by Griffith Borgeson, 1981, pp. 89–90

The Experimental Vehicle

The identification of the vehicle from July 1924 is established through cross-referencing event records and photographic material, although some elements remain speculative. The front view implies it could be C A Bird’s car at Shelsley Walsh in July 1922; however, further photographic perspectives are necessary for confirmation. The frequent practice within S.T.D. Works of converting between two-seater and single-seater layouts may clarify its use by Dario Resta during the March 1924 Kop Hill Climb.

Primary references include:

• Sunbeam Racing Cars by Anthony S Heal, 1989, pp. 131–133, 137, 140, 178, Appendix III
• Fuerza Libra 1919–1942 Grand Prix entries for Sunbeam and Martin Maximo Pablo Macoco Alzaga Unzue
• Motor Sport May 1986 article 'The 4.9-litre Sunbeams,' William Boddy, pp. 535–537
• The Shand Archive ref. 0260-7/5/88
• S.T.D. Journal issues (1995–1999)
• Carbooks Volume 21 (1922), edited by Michael Frostick, p. 69

The Sand Racer

The exact works identity of this vehicle remains unclear. Following its use by the works team, it became linked to private entrant George J Jackson. In 1934 the engine failed and was substituted with either a Rolls-Royce Falcon of 14.2 litres or a unit rated at 20/25 hp (accounts differ). Subsequently, the car was dismantled and had been lost by the mid-20th century.

Consulted sources include:

• Sunbeam Racing Cars by Anthony S Heal, 1989, pp. 290–292, 341–363
• The History of Brooklands 1906–1940 by William Boddy, 1957, p. 290
• The Shand Archive ref. 0037-23/9/57
• Motor Sport April 1943, pp. 80–81

Sunbeam II (the Segrave T.T. Car)

This vehicle reportedly took part in the 1921 Indianapolis 500 driven by O. Haibe. It also raced in the French Grand Prix of the same year, though the driver remains unidentified; earlier claims attributing it to H.O.D. Segrave have been challenged since the original bodywork does not correspond with that of Segrave’s known Grand Prix car.

Segrave’s connection to the 1922 T.T. car is based on distinct body features such as the bonnet bulge and lengthened seating position. Relevant literature includes:

• Sunbeam Racing Cars by Anthony S Heal, 1989, pp. 85–99, 333–336
• Automobile Connoisseur – The 1921/22 Grand Prix Sunbeam by Peter Hull, pp. 66–75
• Shand Archive refs. 0094-21/4/69 and 0095-21/4/69
• Motor Sport March 1948 issue, Cecil Clutton p. 76
• Autocar magazine August 28th, 1982 pp. 27–28

Sunbeam III (the T.T. victor)

Recognized by Sunbeam Works as the vehicle driven by Chassagne to victory, this car’s body characteristics verify its involvement in several competitions, with a recorded history dating back to 1922.

Although it is probable that the car participated in the 1921 Indianapolis 500, definitive evidence is lacking.

Sunbeam identified this model as Chassagne's 'winning Sunbeam' from the Isle of Man T.T., with its distinctive bonnet bulges and racing numbers linking it to Segrave’s 1921 Grand Prix car no.10.

Contemporary records distinguish Segrave’s and Chassagne’s T.T. vehicles as Sunbeam II and III respectively, with chassis numbers marked No.2 and No.3 in sequence.

This particular automobile is equipped with a specialized scuttle hatch designed for a 4.9 L engine; cross-referencing event records shows that this engine was exclusively used at the 1922 Coppa Florio. Additional features such as the tail design and seating arrangement further corroborate this identification.

According to William Boddy’s 1947 Brooklands documentation, chassis No.3 corresponds to Bill Perkins’ entry in the 1923 race, a fact supported by period photographs.

A correspondence from R.F. Fuggle reveals that the car, bearing the livery 'Sunbeam VII' (reflecting its T.T. winning number), was sold in 1925 to M Wills from New Zealand.

Between 1928 and 1946, owner Dick Messenger discovered the original T.T. number seven beneath subsequent paint layers in 1930, noting that the fixed driving position was tailored to Chassagne’s smaller build, contrasting with Segrave’s taller stature in Sunbeam II. Segrave himself remarked that Sunbeam Works custom-built each car specifically for its driver.

There is a possibility that J G Jackson owned and raced this vehicle between 1923 and 1925; however, this claim remains unconfirmed.

To maintain authenticity, Messenger removed the racing bodywork and carburettors in 1930 for preservation while fitting an alternative body for road use; after World War II, a different body was used for racing until he assisted in reuniting the original components in 1951. The car was exhibited with a replica body at Donington Museum but was subsequently restored to its original form. Original Works gear ratio stamps from 1921 and 1922 were uncovered during restoration efforts in 2010.

Further references include:

• 1948 March Motor Sport, Cecil Clutton
• 1949 January Motor Sport
• 1957 June Beaded Wheels 'A wolf in sheep's clothing', A.R.E. (Dick) Messenger
• 1970 Automobile Connoisseur – The 1921/22 Grand Prix Sunbeam, Peter Hull
• 1971 Beaded Wheels 'The Henri Sunbeams' A.R.E. (Dick) Messenger
• 1985 Flat To The Boards: A History of Motor Car Sport in New Zealand From 1901 to 1940
• 1991 Historic Racing Cars of New Zealand, Graham Vercoe
• 1999 A classic world and when the engine roars: a tale of three T.T. sunbeams, G Begg
• 1993 June Motor Sport 'Tom's Twin T.T. Sunbeams', Eion Young
• 2005 November Motor Sport 'Return of the Prodigal Sunbeam', Paul Fearnley
• 2008 Television 'Victory by Design - Grand Prix Greats'
• 2014 October Octane 'Only Original Twice', Mark Dixon
• Seventeen Sports Cars 1919–1930, Peter Hull and Nigel Arnold-Foster p.141

Sunbeam IV (Campbell's 'Blue Bird')

Once considered lost, evidence discovered within the Shand Archive identifies this vehicle as the renowned Bainton Special, which is believed to be Campbell's famed 'Blue Bird'. Although it is speculated that the car may have taken part in the 1921 Indianapolis 500 and the 1921 French Grand Prix, these claims remain unverified. Its confirmed involvement was in the 1922 Tourist Trophy event, though whether it served as a primary team entry or a backup remains uncertain.

The chassis bears the number No.4, noted during the 1924 Brooklands Easter Meeting, where it might have been recorded as 104.

William Boddy provided an extensive account of the car’s activities from 1922 through 1931, with supplementary details later contributed by G Begg.

Significant sources include:

• Motor Sport May 1986 'The 4.9-litre Sunbeams,' William Boddy pp. 535–537
• The History of Brooklands 1906–1940, William Boddy, 1957 pp. 218–284
• Sunbeam Racing Cars, Anthony S Heal, 1989 pp. 134–355
• The Shand Archive (various documents from 1957–1960)
• Automobile Connoisseur – The 1921/22 Grand Prix Sunbeam, Peter Hull pp. 73–74
• A classic world and when the engine roars: a tale of three T.T. Sunbeams, G Begg, 1999 pp. 157–170
• Motor Sport June 1993 'Tom's Twin T.T. Sunbeams,' Eion Young

"The invincible" Talbot-Darracq

This profile has been compiled from diverse sources which exhibit some inconsistencies regarding racing records:

• Autosport March 7, 1952 pp. 296–301
• The Classic Twin-Cam Engine by Griffith Borgeson, 1981 pp. 92–93
• Racing Cars Between 1919 and 1939 by T.A.S.O. Mathieson, 1963 pp. 188–190
• Motoring Entente by Ian Nickols and Kent Karslake, 1956 pp.188,193–194,504
• The Lure of Speed by H O D Segrave, 1928 pp.91–96,123–133

Research references

• Sunbeam Racing Cars by Anthony S Heal, 1989
• The Lure of Speed by H O D Segrave, 1928
• The History of Brooklands 1906–1940 by William Boddy, 1957
• The Boys' Life of Sir Henry Segrave by Capt. Malcolm Campbell and J Wentworth Day
• My Life at the Sunbeam 1920–1935 by Norman Cliff
• Motor Racing Memories 1903–1921 by W F Bradley, 1960
• Targa Florio by W F Bradley
• Motoring Entente by Ian Nickols and Kent Karslake, 1956
• The Classic Twin-Cam Engine by Griffith Borgeson, 1981
• Flat to the Boards: A history of Motor Car Sport in New Zealand From 1901 to 1940 by Dick Messenger and Douglas E Wood, 1985
• The Strasbourg Sunbeam by Neville S Webb, 2006
• A classic world and when the engine roars: a tale of three T.T. sunbeams by G Begg, 1999
• The Racing Zborowskis by David Willson
• The British Competition Car by Cyril Posthumus, 1959
• Carbooks Volume 22: 1922 edited by Michael Frostick
• Directory of Historic Racing Cars by Denis Jenkinson, 1987
• Fifty Years with the Speed Kings by David McDonald (Dunlop Mac), 1961
• The French Grand Prix by Hodges, 1967
• The Lonsdale Library Motor Racing edited by Earl Howe & Many Authorities
• Racing Cars Between 1919 and 1939 by T.A.S.O. Mathieson, 1963
• Racing Cars and Record Breakers 1898–1921 by T R Nicholson, 1971
• The Roaring Twenties by Cyril Posthumus, 1980
• Sir Henry Segrave by Cyril Posthumus, 1961
• The Vanishing Litres by Rex Hays, 1957
• The Vintage Motor Car by Cecil Clutton and John Stanford, 1954
• Wall Smacker by Peter De Paolo, 1935
• Shelsley Walsh: England's International Speed Hill-Climb by C. A. N. May, 1945
• The Encyclopedia of Motor Sport edited by G N Georgano, 1971
• T.T. Pioneers by Robert Kelly, 1996
• British Racing Green: Drivers, Cars and Triumphs of British Motor Racing by David Venables, 2008
• Under My Bonnet by G. R. N. Minchin, 1950
• The Racing Zborowskis by David Wilson, 2002
• Tourist Trophy: The History of Britain's Greatest Motor Race by Richard Hough, 1957
• The History and Development of the Sunbeam Car 1899–1924 published by The Sunbeam Motor Car Company Limited, 1924
• Historic Racing Cars of New Zealand by Graham Vercoe,1991
• Famous Racing Cars and Great Racing Drivers edited by David Hodges

Magazines and Publications

• Auto, June 29, 1922
• Autocar, multiple issues from 1921 to 1930, including editions from March through July and December
• Automobile, April 2009 and June 2011 issues
• Automobillia 1921; Automobile Connoisseur – Peter Hull’s analysis of the 1921/22 Grand Prix Sunbeam
• Auto Motor Sport, July 1922 editions
• Beaded Wheels: 'A wolf in sheep's clothing' by Dick Messenger, June 1957; 'The Henri Sunbeams' by A R E Messenger, 1971
• Bonham's Auction listing authored by Keith Taylor, 2009
• L’automobiliste no.23 (Jean Chassagne & Robert Jarraud), May/June 1971
• Les Miroir des Sports, 1922; The Light Car and Cyclecar, October 29, 1921
• Motor magazine, May to July 1922 issues; Motor Sport, April 1938 to December 1940 and October 1942; March 1948 article by Cecil Clutton; January 1949; May 1986 editions
• Octane, September 2014; Omnia no.16 (September 1921) & no.27 (August 1922); Rapiditas Vol.5 (1922–23); Sportscar, March 1950
• S.T.D. Journal no.118, January 1985
• Veteran And Vintage Magazine Vol.15 no.11, July 1971 by William Boddy
• VSCC Bulletin no.105 'How They Go' by C Clutton pp.6–7 (1970); Summer & Autumn issues featuring Jean Chassagne & Ernest Henry (2002)

Additional References

• Archive and Photographic Library of Beaulieu
• Collection of the Bibliothèque Nationale de France
• TASO Mathieson & K Taylor Photographic and Document Archive courtesy of Keith Taylor
• Royal Automobile Club archive
• Archives of the New Zealand S.T.D. Register
• Brooklands Archive
• New Zealand Vintage Car Club Archives
• The Shand Archive
• V.S.C.C. Photographic and Document Library and Archive
• Famous Racing Cars by David Hodges
• Great Racing Drivers edited by David Hodges, published in 1966
• The French Grand Prix authored by David Hodges
• Grand Prix and Sports Cars illustrated by Res Hays
• Seventeen Sports Cars from 1919 to 1930 by Peter Hull and Nigel Arnold-Foster

Online Resources

• 1921 Grand Prix Sunbeam – YouTube [1]
• Sunbeam Talbot Darracq Register [2]
• Bibliothèque nationale de France [3]
• LAT Photographic Archive [4]
• Austin Harris website [5]
• Art And The French Grand Prix 1921 by D Doyle [6] (archived)
• Grand Prix History [7]
• Grand Prix Sunbeams YouTube Channel [8]
• New Zealand Papers Past [9]