Straker-Squire
| Company type | Private |
|---|---|
| Industry | Automotive, Commercial vehicles, Aircraft engines (historical) |
| Predecessor | Brazil, Straker & Co |
| Founded | 1893 |
| Founder | J.P. Brazil, Sidney Straker |
| Defunct | 1926 (automobile manufacturing) |
| Fate | Automobile production ended; aircraft engine division sold to Cosmos Engineering in 1918 |
| Headquarters | Edmonton, London (after 1919); originally Bristol , United Kingdom |
Area served | United Kingdom, worldwide (automobiles) |
Key people | Sir Roy Fedden (chief engineer), Edward Bayley (partner), L.R.L. Squire (partner), Sidney Straker (co-founder) |
| Products | Automobiles, steam wagons, buses, trolleybuses, trucks, aircraft engine repair and production (until 1918) |
Straker-Squire—also referred to as Brazil Straker—was a British car manufacturer originally situated in Bristol before relocating to Edmonton in North London.
The company was established in 1893 at St Philips, Bristol, under the name Brazil, Straker & Co, founded by Irish engineer J.P. Brazil alongside London motor dealer Sidney Straker. Initially, their production centered on steam-powered wagons. In 1899, Straker formed a partnership with Edward Bayley to manufacture steam wagons, and in 1904 they allied with L.R.L. Squire, achieving an output of 200 vehicles by 1906.
In 1907, operations shifted to a new facility on Lodge Causeway, Fishponds, where the focus expanded to commercial vehicles including early models of London Buses and licensed designs from France. The company also designed and competed with their own automobiles.
Throughout World War I, chief engineer Sir Roy Fedden guided the firm into aircraft engine repair and production; this sector was sold to Cosmos Engineering in 1918. Meanwhile, the company maintained manufacturing of staff cars and trucks during and following the war, moving all activities to Edmonton in 1919. Automobile manufacturing ended in 1926, shortly before Sidney Straker’s fatal hunting accident.
Steam wagons
The origins of Straker lay in constructing engines for steam wagons. A "Bayley" undertype wagon equipped with a Straker engine and a de Dion boiler took part in the Second Liverpool Steam Wagon Trials of 1899.
By 1901, Straker was producing complete wagons featuring an innovative single chain drive system where the differential was mounted directly on the axle instead of the chassis, allowing independent drive to each rear wheel. Due to their large size, the rear wheels were positioned outside the frame. These vehicles were marketed under 'Straker Steam Vehicle Co' with headquarters in London and manufacturing facilities in Bristol. They participated in the War Office Trials at Aldershot during 1901 and 1902, earning commendations.
By 1902, wheel construction advanced from flat sheet spokes to six broad-spoked designs tailored for varying load capacities. The two-cylinder compound steam engine delivered modest power figures, while power transmission utilized open gearing rather than enclosed oil-bath systems typical of competitors. Two gear ratios were available; one dedicated exclusively for hill climbing operated alongside the engine rather than being controlled from the driver's position.
Straker’s boiler was a vertical water-tube type inspired by the De Dion model, consisting of four concentric tubes creating double-walled water jackets interspersed with numerous short water tubes. Its raised central water space functioned as a steam dome, enhancing water level stability on inclines—a significant benefit for commercial applications. Fueling involved dropping coke down a central chute; the outer boiler shell was designed for easy removal during servicing.
This boiler design foreshadowed the later Sentinel boiler introduced in 1905 but required more labor-intensive manufacturing and maintenance due to its four-shell construction.
In response to legislation changes in 1905, Straker unveiled a nearly completely redesigned overtype steam wagon featuring a locomotive-style boiler.
No examples of Straker steam wagons are known to exist today.
Car models
Among the earliest pre-war vehicles were the Straker-Squire 16/20 and the 12/14 Shamrock. Subsequently, Fedden developed the 15 hp model in three variants, which were more traditional compared to later designs influenced by aero engines. These 15-20 hp four-seaters evolved over a six-year period and were promoted as premium medium-powered automobiles worldwide. A specially modified 15-hp car, driven by Witchell, established multiple records at Brooklands in 1910, including the flying mile for the 21 hp category, and achieved class victories at Aston Clinton, Caerphilly, Pateley Bridge, and Saltburn Hill Climb events. In 1914, this model secured fourth place in the TT race.
After World War I, production resumed with the 15 hp alongside larger six-cylinder models such as the 20/25, 24/80, and 24/90. The 24/90 was a lightweight, fast, and loud vehicle capable of reaching , with a price tag of £1,600 at the 1919 Olympia Motor Show. H "Bertie" Kensington Moir—Straker's nephew and notable for his association with Aston Martin—tested the prototype at Brooklands and set a class record lap speed of 103.76 mph. The final Straker-Squire offerings included lighter four-cylinder models: the 10/20 and 12/20.
Comprehensive list of Straker-Squire models:
- CSB. Introduced in 1906 with a 25 hp 4900 cc T-head engine; this was an imported French Cornilleau-Ste Beuve model that competed in the 1907 Heavy-Car Tourist Trophy.
- 16/20. Launched in 1907 featuring a four-cylinder 2919 cc engine.
- 12/14 Shamrock. Produced in 1907 with a 20 hp four-cylinder 2069 cc water-cooled engine.
- 14/16. Released in 1909; equipped with a four-cylinder 2022 cc 15 hp engine; completed the RAC 2,000 Miles Trial finishing third in its class.
- 15 hp Mark 1. The 1910 edition powered by a four-cylinder 2851 cc side-valve engine.
- 15 hp Mark 2. Manufactured from 1911 to 1913; featured a heavier build and extended chassis.
- 15 hp Mark 3. Produced between 1914 and 1922 with an upgraded four-cylinder 3054 cc side-valve engine.
- 20/25. Made from 1920 to 1925; six-cylinder overhead cam engine of 3920 cc delivering at 2400 rpm; top speed .
- 24/80. A longer wheelbase version of the 20/25 model.
- 24/90. Introduced in 1921 with a six-cylinder overhead valve engine of 4962 cc; total production reached 67 units.
- 10/20. Built from 1923 to 1925; featured a lighter design with a four-cylinder overhead valve engine of 1460 cc; over ninety-two units produced.
- 11/28. Released in 1926; similar to the previous model but with increased output.
- 12/20. From 1926 onward, this model offered a wider track version of the preceding design.
Bus manufacturing
Initially, Straker-Squire supplied a limited number of buses to GWR road motor services, but quickly expanded their presence within London's bus market. By 1905, they were producing bus chassis for Royal Army Medical Corps ambulances and had manufactured fifty chassis and engines specifically for London buses. By the year 1909, Straker-Squire controlled approximately seventy percent of London's bus supply through their Fishponds factory. In 1911, Great Eastern of London purchased twenty-two buses finished in bright yellow chrome livery. Following the war, sales of the A-type bus chassis and bodies remained strong.
The company also ventured into trolleybus production by partnering with the Teesside Railless Traction Board and Clough, Smith. Together they created the innovative Straker-Clough trolley omnibus. Straker-Squire was responsible for constructing the chassis, while BTH provided electrical components, and Clough, Smith handled body manufacturing. This comprehensive solution encompassed design, supply, and installation of overhead electrical systems, establishing new benchmarks within the industry.
Truck models
The initial trucks produced by Straker-Squire were licensed versions of German-designed Büssing 2-cylinder models, manufactured from 1906 onwards. Notable truck variants included:
- Büssing 3-ton. Manufactured between 1906 and 1909. Featured a 4-cylinder petrol engine with worm drive; based on a German design under license.
- Colonial 5-ton. Released in 1910.
- Military 3/4-ton. Produced extensively for the British Army from 1913 to 1918.
- A type 5-ton. Introduced in 1919, this model had a semi-forward-control layout and was equipped with a 4-cylinder worm drive engine.
Production of commercial vehicles was relocated to Twickenham during World War I. After discontinuing automobile manufacturing in 1926, Straker-Squire maintained limited production of bus and truck chassis, as well as Straker-Clough trolleybuses.