Classic Car Catalogue

Ford 1933

Model Y (8 h.p.)
Model B / BF (4-cyl., 24 HP / 4-cyl., 14.9 HP)
Model 18 (V-8-cyl., 30 HP) – end of production in September
V8 Model 40 - new model

Great Britain

Ford Model B with 24 HP four-cylinder engine (3285-cc, 98.425 x 107.95 mm) and Model BF with 14.9 HP engine (as B but 77.6-mm bore, 2043-cc) are produced in Britain from 1932. They are originally similar to the 1932 US Ford Model B and Model 18 (same car with V8 engine; produced in Britain as C1 8R, 1932-33) but when the US Ford Motor Co. replaced these models by the modernized 1933 Model 40, the British Dagenham plant continued the Model B body shell with the four-cylinder 14.9 and 24 HP engine. These later models differed from the original in having skirted front wings with streamlined side lights, different bumpers and a straight, rather than curved, headlamp tie bar. Wheelbase is 8 ft 10 in, tyre size 5.25-18, price £225. The models B and BF are also known as the AB and ABF and their chassis serial number prefixes consist of these designations.
Ford 8 HP Model Y underwent some further styling changes. The radiator grille is deeper ('long-rad' model ; earlier models now known as 'short-rad') and the matching bumper have a curved-down centre section. Body style availability now include four-door model. The 8 HP two- and four-door saloons are named Tudor and Fordor respectively, following the American Ford custom. Later the more British sounding terms Single- and Double-entrance Saloon were used.

Model Y

(933 cc, 22 bhp)
  Saloon 2-door
  Saloon 4-door

Model Y short radiator (short rad) was bulit until September 1933. The 'short rad' can be easily recognised by the nine louvres on the bonnet side, the straight, ribbed bumpers, the radiator grille too short to include a starting handle hole (this was in the front valance below the grille), 'diamond' shaped door handles and the mudguards without trailing skirts. A total of 26,895 short rads, including 2209 Fordor De Luxe, were built.
Motor Sport March 1933
A rear view of the Peacock 8 h.p. 2-seater Ford.
Note the large boot and the sunken spare wheel.

THE lively performance of the Ford range of models has encouraged coachbuilders to fit them with special bodies. One of the latest is a two-seater marketed by F. H. Peacock & Co., 219, Balham High Road, S.W.17.
The front view and bonnet follows the sturdy and pleasing lines of the ordinary 8 h.p. car. A sloping tail covers the portion of the car ordinarily occupied by the rear seats, and the spare wheel is sunk into the tail. The sides of the body are cut away to afford good elbow room for driver and passenger, and there are two wide doors.
The two front seats are independent and slide on runners, and as there are no rear passengers to bother about, they can be pushed back far enough to allow leg room for the tallest of occupants. The tail portion is available as a luggage locker and is capable of taking half a dozen suitcases or a large trunk. The hood disappears behind the seats and side curtains are provided. The safety glass screen can be opened right up and is fitted with a dual Lucas wiper. Bumpers are fitted fore and aft.
Cubby holes in the dash and large pockets in the doors should give ample room for gloves, maps and the other small articles which have to be stowed.
The car combines a good appearance with really sensible accommodation for two people. It is priced very reasonably at £165.

Model B, BF and 18


Model 18 Roadster

Ford BF
Motor SportJanuary 1933

TAKE a powerful and smooth-running V8 engine developing 65 h.p. and put it in a light chassis. The result is acceleration, the most desirable quality in a sports car. The acceleration figures of the V8 Ford are comparable with those of cars costing double the price, and are put up in an effortless manner which should preserve the chassis from premature wear and tear. The petrol consumption is about 15 m.p.g., and the £30 tax is offset by an insurance premium of £15.
The eight-cylinder engine has its two four-cylinder blocks mounted at 90°, and the bores are offset so that two connecting rods operate on each crankshaft throw. The throws are arranged at 90° to one another and the two big-ends operate alongside one another on a floating steel bush faced with white-metal inside and out. The crankshaft runs in three plain bearings. Aluminium pistons are used.
The side-by-side valves are operated by a single camshaft which is carried above the crankcase between the two blocks. The distributor is driven from the front end and the petrol pump at the rear. Fuel is drawn from an eleven gallon tank at the rear of the chassis and supplied to the large down-draught carburettor. This has a large mushroom shaped air filter, and an easy starting device in the form of an auxiliary jet supplying rich mixture when the choke control is pulled out on the dash. The throttle is slightly opened at the same time.
The ignition advance and retard is automatically controlled by a vacuum diaphragm on the induction pipe. The induction manifold occupies the space between the two cylinder blocks and through it projects the oil filter. The sump holds a gallon of oil, and a pump circulates it to main connecting rod and camshaft bearings.
A belt from a pulley on the fore end of the crankshaft drives water-pumps on each cylinder block and also the dynamo and fan. Adjustment is effected by moving the dynamo.
The engine-gear-box unit is rubber-mounted on two cones at the front end and on a rubber-faced plate resting on a cross-member at the rear. When the accelerator is depressed, the whole engine rocks an inch or more, and also the gear-lever and brake-lever. Petrol and other pipes are therefore flexible. When the car is on the road, the power-unit does not move perceptibly, but the flexible mounting damps out any vibration which may occur.
A single-plate clutch transmits the drive to a three-speed gearbox and second gear is a silent ratio, driving through helical gears, and is also provided with the synchro-mesh mechanism. An open propellor shaft is used, with spiral bevel final drive.
The chassis frame is dropped fore and aft, and the transverse springs, for so long a feature of Ford cars, have been retained. The axles are located by radius rods. The four-wheel brakes are operated by rods and the hand lever applies the rear brakes only.
The "Greyhound" open body, which is marketed jointly by Arthur Gould Ltd. of Upper Regent Street, W.1. and W. Arthur Perry of North Finchley, provides comfortable accommodation for four people. The front seats have pneumatic upholstery and can be moved backwards or forwards on slacking off wing-nuts. The driving position brings all the controls under the driver's reach but for a long-legged and tall driver the steering column might with advantage be two or three inches longer. This should not be difficult to arrange. The Ashby steering wheel provides a comfortable grip. The rear seats are well padded and have good legroom even when the front seats have been moved back, and the high body sides protect the passengers from wind and cold.
The car is fitted with well-fitting hood and side curtains, but in order to allow the front ones to be fitted close to the windscreen on future models the doors will be hinged at the forward ends.
An off-side view of the engine.
The suspension with normal tyre pressures and shock absorber settings was too flexible for fast running, but by increasing the former and tightening up the Andre friction dampers, fitted additional to the hydraulic devices, a satisfactory degree of steadiness was attained.
The acceleration graph shows the very good performance of which the car is capable, and up to 40 m.p.h. a very useful speed in traffic and on crowded roads, few sports cars, even at double the price, can hold it. Even up to 70 the V8 holds its own, and 60 is reached from a standing start in 21½ seconds, which shows the value of a light chassis in getting quickly "unstuck." All this is accomplished in almost complete silence, without vibration, so that one can use the car's acceleration to the full in crowded areas without attracting unwelcome attention.
The three-speed gearbox was such that the absence of a fourth ratio was not felt. Comfortable speeds in the gears are 30 and 50, at revs. of 4,100 and 3,900 respectively, while at the maximum speed on the level, 76 on top, the engine is running at 3,700 r.p.m. By advancing the ignition another 6 degrees, which the distributor adjustment allows, the concessionaires hope to reach an even 80 m.p.h., a fine performance for a car of the Ford's comfort and flexibility.
Second gear is completely silent, and though the simplest of double-clutching ensures a silent change, the synchromesh mechanism is worth using simply as a matter of interest. To make use of this, the clutch is fully depressed and the gear-lever moved gently into the second gear notch. Cones on the pinions are brought together and synchronise their rotational speed, and they engage silently. The clutch pedal is then released gently, preferably with a depression of the accelerator to bring the engine speed up to that of the clutch member which is being driven by the back wheels.
From 40 m.p.h. the brakes brought the car to rest in 69 feet, which is not up to the normal sports car figure. In practise owing to their smooth action and the fact that the car did not swerve at all when they were applied, we were not inconvenienced. Furthermore, by taking advantage of the synchro-mesh device the brake pedal can be kept on right up to a corner, the accelerator not being required for the change-down.
Handling the car on the road, we found it would maintain an effortless 60-65 indefinitely without fuss or noise. The steering, which is rather low geared and without caster, behaves well on the open road, as it is light and accurate, but for twisty by-roads the steering wheel has to be wound about a good deal.
The headlamps give an evenly illuminated field of view, and allow 50-60 m.p.h. to be kept up in safety. A control in the centre of the steering wheel dips the beam or switches off the headlights for town running.
The V8 Ford combines sports car performance with silent running and easy handling, all at a moderate price. With its compact build and high power ratio, it should be an ideal trial car, and its good acceleration makes it superior in getting away to a good many cars built initially as a sports production.

V8 Model 40





  Event: Entered: Raced: Finished: Best results:
14-18.03.1933 R.A.C. Rally       K. Hutchison 3633 cc 16 hp→ 3rd
            Hon. Mrs. Chetwynd 3633 cc 16 hp→ 4th
            Miss Fay Taylour 3633 cc 16 hp→ 6th