Singer Motors
| Company type | Private |
|---|---|
| Industry | Motor vehicles, Bicycles, Motorcycles |
| Predecessor | Singer & Co |
| Founded | January 1, 1874 in Coventry, England |
| Founder | George Singer |
| Defunct | 1970 |
| Fate | Taken over by Rootes Group in 1956; brand discontinued after 1970 |
| Headquarters | Coventry , England, United Kingdom |
Area served | United Kingdom, British Empire |
Key people | George Singer (founder), William Rootes (salesman), Leo J. Shorter (technical director) |
| Products | Bicycles, Motorcycles, Motor vehicles (cars and commercial vehicles) |
Number of employees | 8,000 (1929) |
| Parent | Rootes Group (from 1956) |
Singer Motors Limited was a British manufacturer of motor vehicles, originally established as a bicycle producer named Singer & Co by George Singer in 1874 in Coventry, England. While continuing its bicycle production, the company expanded into car and commercial vehicle manufacturing under the name Singer Motor Co starting in 1901.
Singer Motor Co was among the pioneers of the compact economy automobile, offering a practical alternative to larger cars. Their four-cylinder, ten-horsepower model called the Singer Ten debuted at the 1912 Cycle and Motor Cycle Show held at Olympia. This model was more robust compared to similar cyclecar competitors. William Rootes, then an apprentice and adept salesman at Singer, secured a deal to purchase the entire initial production run of 50 vehicles. The Singer Ten quickly became one of the company’s most successful models. Eventually, in 1956, Singer was taken over by the Rootes Group, which sustained the brand until 1970, several years after Rootes itself was acquired by American automaker Chrysler.
Bicycles
George Singer founded his bicycle enterprise in Coventry in 1874. Prior to this, he worked as a foreman at the Coventry Sewing Machine Company and collaborated with his brother-in-law J. E. Stringer. Motivated to enhance safety beyond that offered by the typical Ordinary (penny-farthing) bicycle, Singer secured a patent in 1878 for a design featuring angled front forks aimed at improving stability.
Further developments included an 1879 model characterized by a large rear wheel paired with foldable smaller front wheels, as well as an 1885 tricycle equipped with chain-driven rear wheels and a handbrake on the rear axle, created in partnership with R. H. Lea.
Around 1888, Singer introduced the Rational, a diamond-frame bicycle sporting equally sized wheels approximately in diameter, along with detachable handlebars and rear wheel. Although this design prioritized safety over speed, it gained favor particularly among cycling tourists.
In 1895, despite an attempted £600,000 flotation led by promoter Ernest Terah Hooley, Singer Cycle endured and survived an industry downturn in 1898 that forced many British bicycle manufacturers out of business. The company then ventured into motor car production beginning in 1901.
Engines, three-wheelers and motorcycles
Singer Cycle initiated motor vehicle manufacturing in 1901 after acquiring rights to the Perks & Birch Motor Wheel—a four-stroke motor integrated within an aluminium-spoked wheel that combined engine, fuel tank, carburettor, and magneto components. This innovative motorwheel was among the earliest motorcycles to feature dependable magneto ignition and was adaptable for use on bicycles and tricycles.
By 1904, Singer had progressed to producing conventional motorcycles including 346 cc two-stroke engines and from 1911 onward introduced side-valve models with displacements of 299 cc and 535 cc. In 1913, they offered an open-frame motorcycle designed specifically for women. Production ceased with the onset of World War I.
Motorcycle racing
In 1909, Singer manufactured racing motorcycles and roadsters that competed in events such as the 1914 Isle of Man Senior TT. Notably, in 1912 George E. Stanley set a one-hour distance record at Brooklands riding a Singer motorcycle—the first time a 350 cc machine covered more than 60 miles within an hour.
Motor vehicles
Singer's initial tricar model was the Tri-Voiturette, equipped with a engine and offered in two passenger seating configurations. At the 1902 Cordingly Show, Singer presented commercial variants aimed at tradespeople and dairy workers.
The Tri-Voiturette later developed into a more robust tricar featuring two front wheels and a coachbuilt body that placed the passenger in front of the driver. A notable instance was Muriel Hind's participation with a Singer tricar in endurance events during 1906.
The company's first four-wheeled automobile was introduced in 1905, designed by Alexander Craig and powered by a two-cylinder engine. By 1906, Singer’s lightweight cars incorporated White & Poppe engines, available in twin- and four-cylinder versions, alongside specialized body styles such as the Doctor's Brougham.
In 1907, Singer unveiled a lineup of vehicles with two-, three-, and four-cylinder engines exclusively using White & Poppe powerplants after discontinuing Aster engines by 1909. Although the firm experimented with cyclecars between 1911 and 1912, their primary focus remained on light cars like the well-received Ten, launched in 1912 featuring a four-cylinder engine coupled with a three-speed transmission on the rear axle.
Production recommenced after World War I with few modifications; the Ten model continued to be central until its production ceased in 1923. The chassis underwent redesign in 1921, and the price for two-seater versions was set at £395.
In 1921, Singer acquired Coventry Premier and marketed their four-wheeled vehicle powered by a water-cooled V-twin engine until 1924; this model transitioned to a Singer four-cylinder engine in 1922 before production ended.
Singer's first six-cylinder car appeared in 1922: a model equipped with retractable luggage racks and optional Weymann fabric bodies introduced from 1924. Sales figures for this model were modest.
The Ten’s engine received an upgrade to overhead valves and a monobloc design in 1923; Weymann body options were added in 1924. That year, the updated Singer 10/26 replaced the earlier Ten, featuring a engine and multiple trim levels priced between £195 and £295.
At the London Motor Show of 1926, Singer introduced the Junior with a OHV engine priced from £148 10s as a four-seat tourer; initially, it was fitted only with rear-wheel brakes. A racing version of the Ten set a Brooklands lap record at in 1921.
The product range expanded to include the Senior (), Six (an inline six-cylinder with servo-assisted brakes), and following the acquisition of Calcott Brothers in 1926. By the late 1920s, Singer ranked as Britain's third-largest car manufacturer after Austin and Morris but remained behind them in market share despite producing up to 28,000 vehicles annually by 1929 across seven factories employing approximately 8,000 workers.
The Senior underwent redesign in 1928 featuring increased engine capacity to , enhanced crankshaft support, and a wider track. The fabric-bodied convertible Singer Sun was also introduced at this time.
Older chassis were repurposed as Delivery vans priced at £180. After notable endurance success on Porlock Hill in 1928, the Junior earned the nickname "Porlock."
In 1929, the Junior adopted a two-plus-two body style; meanwhile, production of the Senior ceased while the Six received an enlarged sidevalve engine. The new Super Six boasted a OHV engine paired with a four-speed manual gearbox and was acclaimed as Singer’s most advanced model to date.
By 1931, the Junior's design evolved into the "waterfall" grille style; its lineup grew complex with various OHV and sidevalve engines ranging from to cc across models such as the Ten, Twelve-Six, Eighteen-Six, and Silent-Six. Premium models included the £480 Kaye Don saloon designed by Charles Frederick Beauvais featuring advanced servo-assisted Dewandre brakes and an optional sliding sunroof.
Leo J. Shorter became chief engineer in 1932 and later technical director. He spearheaded development of the Singer Nine Sports, unveiled at the London Motor Show with a new two-bearing crankshaft engine that lent its name to the model. Early manufacturing delays resulted in rare "Junior-Nine" hybrids built on Junior chassis.
By 1933, Singer broadened its six-cylinder range while discontinuing the Junior; the Sports Nine quickly gained popularity among trials competitors and participated at Le Mans—earning it the nickname "Le Mans." However, setbacks during the Ulster Tourist Trophy race in 1935 harmed Singer's motorsport standing despite drivers escaping injury.
The innovative Singer Eleven launched in summer 1934 featured clutch-less Fluidrive fluid coupling and independent front suspension (IFS), combined with aerodynamic Airstream coachwork—distinct from Chrysler’s similarly named model.
IFS was extended to the Nine in 1935 alongside Fluidrive transmissions for larger vehicles; that year also saw introduction of the two-litre Sixteen equipped with IFS. Renamed Bantam in 1935, the Nine suffered from high pricing (£127) and an outdated two-bearing crankshaft design which made it less competitive despite being Singer’s first model fitted with a synchromesh gearbox (three forward gears).
Sales declined throughout the late 1930s due to intense competition from Austin, Morris, Hillman, and Ford Model Y; cost-saving measures included reverting some models to mechanical brakes by 1939.
In May 1936 W.E. Bullock resigned as managing director amid shareholder disapproval; Singer & Co Limited was dissolved that December with operations transferred to Singer Motors Limited.
In 1938, Singer introduced a three-bearing OHC engine rated at , paired with a three-speed gearbox featuring synchromesh only on upper gears.
Singer Motors Limited
Between 1938 and 1955, Singer Motors Ltd provided the HRG Engineering Company with new overhead camshaft engines—including 9HP, 10HP, and various 12 HP versions—alongside 4-speed transmissions, replacing the previously used Meadows power units.
Following World War II, Singer restarted production of the Roadster and the Ten and Twelve saloon models with only slight modifications. In 1948, the company launched its inaugural streamlined vehicle, the SM1500, developed under Technical Director Shorter’s guidance. This model incorporated coil spring independent front suspension and a separate chassis frame, powered by a single overhead cam 1500cc engine. Priced at £799, the SM1500’s high cost did not succeed in improving the company’s financial position.
In 1954, Singer refreshed the SM1500 by adding a conventional radiator grille and rebranding it as the Hunter. Although an HRG-designed DOHC engine option was available in theory, it appears this version never reached production. The Hunter remained a premium-priced car with limited commercial appeal. A 2011 review in Automobile Magazine regarded the 1954 SM1500 as outperforming the MG TD roadster.
Rootes Group
By 1955, Singer Motors was experiencing financial strain and was taken over by the Rootes Brothers in 1956, who had been managing Singer sales before World War I. The Singer marque was absorbed into Rootes Group’s extensive portfolio, which was known for widespread badge engineering since the 1930s.
The next Singer offering, the Gazelle, was marketed as a more luxurious variant of the Hillman Minx. Early Gazelle models continued to use the pre-war Singer OHV engine until 1958 when the IIA switched to the Minx’s pushrod engine. The Vogue model launched in 1961 alongside the Minx and Gazelle was based on the Hillman Super Minx but featured unique front-end styling and upgraded trim levels.
From 1958 onwards, all Singer cars were badge-engineered versions without distinct mechanical components of their own.
By 1970, after Rootes Group had been gradually acquired by American automaker Chrysler between 1964 and 1967—and following founder Sir William Rootes’ death in 1964—the brand faced ongoing financial challenges. Chrysler’s restructuring led to discontinuing Singer-branded vehicles in April 1970, nearly one hundred years after George Singer established the company. The final model produced was the Chamois, an upscale iteration of the rear-engined Hillman Imp. The former Coventry factory site now houses Singer Hall, a dormitory affiliated with Coventry University.
Models
Key models produced include:
| Name | Cylinders | Displacement | Bore x Stroke | Tax HP | Power Output | Production Years |
|---|---|---|---|---|---|---|
| Eight/Ten | 2 sv | 1,400 cc (85 cu in) | 95 x 100 | 11.19 | - | 1905 |
| Seven/Nine | 2 sv | 905 cc (55 cu in) | 80 x90 | 7.94 | - | 1906–10 |
| Twelve/Fourteen | 2 sv | 2,356 cc (144 cu in) | 100 x 150 | 12.4 | - | 1906 |
| Twelve/Fourteen | 4 sv | 1,810 cc (110 cu in) | 80 x 90 | 15.87 | - | 1906–10 |
| Ten | 3 sv | 1,358 cc (83 cu in) | 80 x 90 | 11.9 | - | 1907 |
- World War I
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- December 1936: Singer & Co Limited dissolved; operations transferred to Singer Motors Limited.
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... (Models produced under Singer Motors Limited highlighting engine specifications and production periods) ...- World War II
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- December 1955: Singer Motors becomes part of Rootes Group.
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| Name | Cylinders | Displacement | Bore x Stroke | Tax HP | Power Output | Production Years |
|---|---|---|---|---|---|---|
| Gazelle I | 4 sohc | 1,497 cubic centimetres (91.4 cu in) | 73 x 89.4 | - | [convert: invalid number] @ 4,500 rpm | 1956–57 |
| Gazelle II | 4 sohc | 1,497[convert: needs unit name] | 73 x89.4 | - | [convert: invalid number] @4,500 rpm | 1957–58 |
| Gazelle IIA | 4 ohv (Rootes engine) | 1,494[convert: needs unit name] | 79 x76.2 | - | [convert: invalid number] @4,500 rpm | 1958 |
| (Subsequent Gazelle variants along with Singer Vogue models continued incremental engine improvements through early to mid-1960s reflecting integration within Rootes Group) |
See also
Sources
- Kevin Atkinson The Singer Story, Cars, Commercial Vehicles, Bicycles, Motorcycles; Veloce Publishing
- Wise, David Burgess. "Singer: A Car for Every Purse and Purpose" in Ward, Ian, Executive Editor. The World of Automobiles, Volume 18, pp. 2064-71. London: Orbis, 1974.
External links
- Articles with short description
- Convert errors
- Singer vehicles
- Defunct motor vehicle manufacturers of England
- Defunct cycle manufacturers of England
- Defunct motorcycle manufacturers of the United Kingdom
- Motor vehicle manufacturers based in Coventry
- Manufacturing companies based in Coventry
- Vehicle manufacturing companies established in 1875
- Vehicle manufacturing companies disestablished in 1970
- 1875 establishments in England
- 1970 disestablishments in England
- Rootes Group
- British companies disestablished in 1970
- British companies established in 1875
- Car brands