Sunbeam-Talbot 1950

80 - ost.rok
90 - ost.rok
90 Mk II - nowy model

 

Miejsce silników 1,2 i 2,0 litra w modelu Mk II zajęła jednostka o pojemności 2267 cm³ pochodząca z Humbera Hawk.


The 80 only lasted until 1950. When the Mk II model was introduced only the 90 carried on. 3500 80s and 4000 Mk I 90s were built.
The Mk II 90 received a new chassis and independent front suspension. The engine is increased in size to 2267cc. This increase the power output to 70bhp at 4000rpm. Externally, the Mk II is recognizable by having two air intake grilles flanking the radiator, in place of lamps on the Mk I. The mudguards are also raised to comply with American lighting regulations.

 

80 and 90

80 (1185 cc, 47 bhp) - end
90 (1944 cc, 64 bhp) - end
  Saloon (wb: 8 ft. 1½ in.)
  Drophead Coupé (wb: 8 ft. 1½ in.)
90 Mk II (2267 cc, 70 bhp) - new
  Saloon (wb: 8 ft. 1½ in.)
  Drophead Coupé (wb: 8 ft. 1½ in.)


Mark I Saloon


90 Mark II Saloon

The Motor YEAR BOOK, 1951   BRITISH CARS OF 1950   SUNBEAM-TALBOT 90

  Although the new Sunbeam-Talbot "90" models which are being introduced for the coming season do not differ drastically in external appearance from their forerunners, mechanical innovations are of a major order which should transform both performance and handling qualities. To be specific, the engine has been increased in bore from 75 mm. to 81 mm. to bring about a 16½ per cent increase in capacity, the chassis frame has been entirely redesigned to incorporate independent front suspension, the rear springs have been modified to give an appreciably softer ride and the rear axle (now hypoid) is also new and gives higher overall ratios. In addition, the external frontal treatment has been restyled to give an appearance which, whilst no less aesthetically attractive, has a more commanding and business-like air.
  The new model is available in both saloon and four-seater sports convertible form, both styles of coachwork bearing a very close resemblance, apart from the front-end treatment, to their forerunners. The manufacturers have, in fact, completely preserved the essential character of this car, which has always been designed to appeal to those who require small-car handiness, coupled with the quality and performance usually associated with much larger vehicles.
  The "90", with its two body styles, will be the sole Sunbeam-Talbot type for the coming season, the "80" no longer figuring in the manufacturer's list.
  The power output of the new engine represents an increase of approximately 9½ per cent over the old, with 70 b.h.p. at 4,000 r.p.m. compared with 64 b.h.p. at 4,100 r.p.m. As the accompanying power curves show, there is a valuable increase throughout the range, which should result in a distinct improvement in bottom-end performance as well as an increase in maximum speed and more effortless cruising on the higher gear ratios.
  In general design and layout, the new 2¼-litre engine closely follows the former 1,944 c.c. unit, but several minor modifications have been incorporated. From a user angle, the most important of these is the addition of an easily accessible oil filler extension pipe and cap to the valve cover.
  In the cooling system, two changes are to be found, these taking the form of a larger capacity water pump incorporating a bonded rubber-and-carbon seal of improved design and a new thermostat described as of the "blocker" type. This completely seals off the water circulation when the engine is cold, the pump (which is of the impeller type) merely churning the water in the pump casing when the thermostat valve is closed. The arrangement has the merit of simplicity and avoids the need for a separate external by-pass. As before, the circulation of water in the head is ducted by a special distributor pipe directed to such parts as the exhaust ports and sparking-plug bosses.
  As on the previous "90", a special air intake is provided by which cool air is drawn from ahead of the radiator grille instead of from the hot area under the bonnet, but, whereas on former models the supply was taken from one of the ducts providing fresh air for the body, the supply is now completely independent so that there is no chance of carburation noises being heard within the body. The combined air cleaner and silencer is of similar type to that used on previous models, but is now of increased size.
  The only remaining engine modifications of note are a minor alteration in the front rubber mounting of the engine and the use of rubber blocks disposed in a vee at the rear, in place of the circular rubber mounting used on earlier models. This three-point mounting is completed by a steady which limits excessive movement. On the saloon, this steady is connected between the cylinder head and the scuttle, whilst, on the Coupé models, a special bridge-piece, mounted on the chassis frame ahead of the engine, serves as a mounting point.
  Apart from the use of an aluminium rear-end cover for the gearbox in place of cast-iron, in the interests of lightness, the clutch and gearbox remain as before, the latter incorporating the well-known Rootes synchromatic gear change with its steering column control and with baulking-ring synchromesh to make the change virtually crashproof. From the rear of the gearbox, the Hardy Spicer open propeller shaft transmits the drive to the new hypoid rear axle which gives a lower propellershaft line.
  As already indicated, the frame is completely new and, to provide for the increased rigidity required by independent front suspension, the box-section side members and normal cross members are braced by a sturdy I-section cruciform member in the centre of the chassis. As before, the frame is underslung at the rear.
  The new independent front suspension is of the coil type with upper and lower links of different lengths to give an optimum compromise between variations in track and camber. In the interests of lightness, the upper wishbones take the form of welded pressings whilst the lower links consist of a pair of forged steel arms braced by the pan which carries the coil spring. As on other Rootes Group products employing a basically similar layout, threaded bearings are used for the wishbones with the object of increasing the bearing area and retaining lubricant. Front suspension arrangements are completed by hydraulic shock absorbers and an anti-roll bar.
  At the rear, the length of the gaitered underslung semi-elliptic springs has been increased from 45 in. to 52 in. and the width of the leaves from 1¾ in. to 2 in. the net result being to give a slightly softer ride to match the characteristics of the front suspension. In order that there should be no question of the softer suspension interfering with lateral stability, a Panhard rod has been added to the layout, this linking a bracket on the offside of the chassis frame to a bracket on the nearside of the axle casing to provide positive transverse location. As with the spring shackles, rubber bushes are employed to avoid the need for lubrication.
  On the new model, a variable-ratio Burman steering-box of the re-circulating ball type is used, the box itself being mounted well forward and connected to a divided track rod mounted behind the wheel centres via a drop arm, a transverse rod and a lever pivoted to the centre of the main member carrying the suspension assembly. In terms of turns of the steering wheel from lock to lock the new layout is slightly higher geared than before.
  The body ventilation system takes fresh air from two small grilles which flank the radiator and occupy approximately the positions formerly taken up by fog lamps. These ventilation ducts terminate in flap valves above the front toe board, the valves being controlled independently by a knob on each side. An improved heating and de-misting system is available as an extra.
  In addition to the incorporation of ventilating grilles at the front, the styling has been further modified by reshaped wings, in which the headlamps are mounted 3 in. higher than formerly with separate side lamps beneath, the whole presenting a most businesslike and attractive appearance, further offset by an improved front bumper faring.
  Internally, minor improvements have been made to trim, whilst the contour of the separate front seat squabs has been altered to give added comfort. Another small improvement takes the form of hinged door pulls at the front which hang in a vertical position close to the door trim when not in use and no longer prevent the occupants of the front seats leaning comfortably against the doors. Amongst further points which have come in for improvement are the sun visors which now give better protection from glare.
  The new model incorporates all those details of design which helped to make the "90" popular in the past, and to these are now added greatly improved performance and handling potentialities.

The Motor Year Book 1951