Frazer Nash 1933

TT Replica  
Nurburg - discontinued (3 ex.)

Great Britain

Motor SportOctober 1932
Sports cars for 1933.

A.F.N. Ltd., London Road, Isleworth, Middlesex.
Main engine type : 4 cyl., 69 x 100 mm., 1,496 c.c., o.h.v., 11.9 h.p.
This engine can be supplied with either one or two carburettors, as in the case of the 12/45 "Exeter" short chassis, and the 12/50 "Colmore long chassis; or it can be specially tuned to owners requirements as in the T.T. Replica model; or it can be fitted with a Powerplus supercharger, as in the Nurburg model.
The Frazer Nash car is unlike any other sports car made today, in that owners' individual requirements can be met to a degree impossible in other makes. This is largely due to the chain-drive transmission, which permits of a wide range of gear ratios without heavy expense. Incidentally, 3 speeds are normally provided on the "Colmore" and "Exeter," £20 extra being charged for 4 speeds.
As stated above the engine for all models is fundamentally the same, namely a push rod operated overhead valve 4-cylinder of 1,496 c.c. capacity, and any degree of tune can be selected, from the single carburettor model, which develops 45 h.p. at 4,000 r.p.m.; the 2 carburettor model, which develops 50 h.p. at 4,000 r.p.m.; the normal T.T. Replica model, developing 60 h.p. at 4,000 r.p.m.; to the supercharged Nurburg model, which develops 105 h.p. at 4,500 r.p.m.
The bodywork on all models is beautifully proportioned, and is coachbuilt in all cases. The "Exeter" is a 2/3 seater, with a wheel base of 8' 6½" and overall length of 12', the "Colmore" is a 3/4 seater, wheelbase 8' 6", and 11' 6" overall length, the "T.T. Replica" a 2 seater, wheelbase 8' 6" and overall length 11' 6", and the "Nurburg" a 2 seater, 8' 6½" wheelbase and 12' 3½" overall length.
To amplify still further the maker's claims of meeting individual requirements, any combination of engine and body can be supplied, giving an extraordinarily wide range of models.
" Exeter " : 2/3 seater, £399.
" Colmore " : 3/4 seater, £499.
" T.T. Replica" : 2 seater, from £445.
" Nurburg " : 2 seater, from £650.

TT Replica
Frazer-Nash produces Short and Long chassis with TT Replica and Colmore body styles. Both has a 1½-litre four-cylinder engines with magneto or coil ignition. The solid rear axle is chain-driven.
Motor SportOctober 1932

One of the fastest British cars on the market, the "Nurburg" Frazer Nash.
Motor SportJuly 1933

1933 Frazer Nash Six
The frontal aspect of the 6-cyl. Frazer Nash is characterised by workmanlike
neatness. Note the two spare wheels.
AS exclusively reported in the columns of MOTOR SPORT some months ago, Messrs. A.F.N., the manufacturers of Frazer Nash cars, are producing a six cylinder model, and the first batch of engines have already been delivered. One of the first cars, driven by Mr. C. M. Needham, won its class at Shelsley some weeks ago. The one we tried was the first ever produced, and was handed over perhaps a little unwillingly, as it embodied various experiments in the way of springing and other matters which will be altered in later cars of the same batch, but even without making allowances for this, the makers are to be congratulated on a thoroughly successful model.
One's first impressions were that none of the brisk acceleration which is the most conspicuous feature of Nashes had been lost, but that the sturdy punch of the four had been replaced by a smoothness which made driving a real pleasure. The exhaust note was subdued, by the addition of a Derrington silencer to the standard arrangement, and altogether the stage was set for fast driving without giving offence.
A rev. counter had not yet been installed, but the comfortable speed in the gears were found to be 32, 54 and 77 m.p.h., giving an engine speed of about 4,400 r.p.m. in each case. Changing into top did not bring about much increase in speed, being just under 82 m.p.h. for a timed half mile. The reason for this was because of the high top gear, 3.8, fitted as an experiment. The revs, with this gear were only were about 3,700, which would reduce the power available by about 17%. By fitting a 4.1 top, and this the Frazer Nash chain final drive allows without altering the other ratios, one would expect the revs, to increase to about 4,500, giving a maximum speed of 90.
The new 6-cyl. Frazer Nash has a larger bonnet than the 4-cyl. models, and looks a
thoroughbred from stem to stern.
The acceleration figures up to 75 m.p.h., except those from 10-20, which are adversely affected by the high bottom gear, are better than those of any unsupercharged car tested in MOTOR SPORT since acceleration curves have been published This is due partly to the good power-weight ratio, and partly to the almost instantaneous gear-change.
The braking distance from 40 m.p.h. is 72 feet, which is not up to the usual standard of sports cars. More power might have been obtained by stronger application in the front. However hard they were applied, the car showed no tendency to swerve.
The six-cylinder engine is fitted into the long chassis, but in spite of this, the new model corners in the same spirited fashion as the shorter cars. Ordinary corners can be taken very rapidly without the slightest trace of sway, and if one finds that it it sharper than one expected, the steering can be locked over and the tail slid round till the front of the car points in the required direction. This manoeuvre is much aided, of course, by the high-geared steering, which also has a strong caster action, one of the distinctive features of Frazer Nash cars. It certainly requires a little more effort than the low-geared variety, but this is more than repaid by the speed with which emergencies of trials or racing can be dealt with. The road-holding, both on the road and the track, was entirely satisfactory, but the rear springing proved rather harsh on one or two occasions. This will be remedied by fitting a different type of spring.
The gear change, which is effected by sliding dogs, is easy and rapid, almost as quick as with a self-changing gear box. The clutch was smooth, and frees with less effort than of yore, and the reverse stop is released by lifting a catch on the lever, an improvement on the old system of lifting a knob on the floor. A racing hand-brake, the ratchet of which is only engaged when the knob is depressed, is another good feature.
The new 6-cylinder Blackurne 1½ litre engine utilised in the Frazer Nash,
showing the twin overhead camshaft layout.
The simplicity of the gear-change and the rapid speeding up of the makes of the engine makes fast driving seem a commonplace thing, acceleration being carried out on the three lower gears with top as a quiet and econimical cruising gear when the required speed has been attained. As most Frazer Nash owners demand maximum performance throughout the range, however, it has been decided to fit a 4.1 top gear, as suggested earlier in the article.
The last part of our test was cut short somewhat by persistent sooting of the plugs. This was traced to flooding caused by excessive pressure in the petrol tank, pumped up but not recorded by a faulty gauge. Truly an obscure fault and one which only occurs once in a thousand times.
Before this occurred, sufficient mileage had been covered to show that the makers have successfully combined the performance of the four cylinder models with the refinement and even torque only possible with a six.
The power-unit of the new car is a six-cylinder specially made to Frazer Nash specification by the Blackburne Engineering Company. The bore and stroke are respectively 57 and 97.9 mm., giving a capacity of 1,498 c.c., with an R.A.C. rating of 12 h.p. One of the overhead camshafts is driven by a double roller chain from the rear end of the crankshaft, where it is not affected by torsional oscillations, and the other camshaft is driven from it by skew-teeth pinions. The valves, two per cylinder, are inclined to one another at 90 degrees, and are operated by rockers, with a roller at one end and an adjusting screw at the other. A 14 mm. plug is set vertically in the middle of each head, and they are thus very accessible. So also is the large oil-filler which is carried on the rocker-cover.
The block and the cylinder head are of cast iron, with an aluminium crank-case and sump. The latter is ribbed and holds two gallons of oil.
The crank-shaft is balanced and is carried in three plain and two roller bearings the latter being at each end. A torsion damper is mounted at the front end. Pistons and rods are of RR. 55 alloy, with plain big-ends.
Three carburettors, either Zeniths or S.U.s are mounted on the near side of the engine, and are supplied by S.U. petrol pumps or by pressure, whichever is specified. The exhaust ports are on the other side of the engine, and the pipe is taken away at the front end. A dynamo and water pump are driven in tandem on the off side of the engine, and also the Bosch distributor with its two contact breakers, a feature which is said to prevent
Acceleration chart of the 6-cylinder Frazer Nash.
the falling off of the spark which is liable to occur with coil ignition at high speeds.
The engines develop 75 h.p. and are mounted on Silentbloc bushes at their centre of gravity, which minimises the transmission of oscillations to the chassis.
The transmission follows usual Frazer Nash lines. A single plate clutch is fitted, and a propeller shaft with one universal joint drives a cross-shaft through spiral bevel gears. On this cross shaft are mounted four sprockets, with corresponding ones on the solid rear axle. Any of these can be locked in turn giving a direct drive through roller chains. They are lubricated by means of a hand pump.
Quarter-elliptic springs are used back and front, the shock-absorbers being used as radius rods in front. The front axle is tubular, and cable operated. 12 inch brakes are fitted.
The chassis is the same size as the standard long chassis, but the side members are heavier, and there is an extra cross-member in front. Another alteration from standard is the 13½ gallon rear tank. The chassis weight is 18½ cwts., with tanks, including the auxiliary ones on the dash full.
Any bodywork can be fitted to order, but the car we tested was fitted with a workmanlike body on the lines of the four-cylinder cars, the bonnet of course being longer. It seemed very solidly constructed and was free from squeaks or rattles, and allowed a good view of the front wings.
The chassis complete costs £575, and the makers' address is A.F.N. Ltd., Falcon Works, Isleworth, Middlesex.
T. G. M.



  Event: Entered: Raced: Finished: Best results:
11.03.1933 Brooklands First Mountain Handicap - - -   H. J. Aldington 1,498 c.c. 3rd
11.03.1933 Brooklands Lightning Mountain Handicap - - -   H. J. Aldington 1,498 c.c. 1st
16.04.1933 Brooklands Junior Short Handicap - - -   A. K. Kirkaldy 1,496 c.c. 3rd
16.04.1933 Brooklands First Mountain Handicap - - -   R. H. Eccles 1,496 c.c. 1st
16.04.1933 Brooklands Third Mountain Handicap - - -   A. T. Grogan 1,496 c.c. (s) 2nd
06.05.1933 International Trophy 1 1 0   H. J. Aldington 1,496 c.c. dnf
05.06.1933 Brooklands Senior Short Handicap - - -   H. J. Aldington 1,498 c.c. 1st
    - - -   A. T. Grogan 1,496 c.c. (s) 3rd
05.06.1933 Brooklands First Mountain Handicap - - -   H. J. Aldington 1,498 c.c. 3rd
05.06.1933 Brooklands Second Mountain Handicap - - -   T. G. Moore 1,498 c.c. 1st
12.07.1933 Mannin Beg 2 2 0 9 T.G. Moore 1,496 c.c. fail.
  Event: Entered: Raced: Finished: Best results:
21-25.01.1933  Rallye Monte Carlo 1 1 1 83 Aldington   26th
  31.07.1933 Coupe des Alpes   7 5   Thorpe/Henderson/Aldington 1,496 cc 1100→1500 2nd (teams)
            Mrs. A.G. Gripper / L. Maxwell 1,496 cc 1100→1500 2nd
            A . L. Marshall 1,496 cc 1100→1500 3rd

In the Mont des Mules Hill Climb, finishing the Monte Carlo Rally, the fastest time in the 1500 c.c. class was made by N.A. Berry (Frazer Nash) who depulised for H. J. Aldington.