It would appear that 1932 was a genuine banner year for the Ford Motor Company. Not only did the business create what many feel may be the lineup of cars ever assembled: the 1932 passenger-car, it was likewise the year Ford started to construct cars in Britain. But Henry Ford wasn't fulfilled to just start another factory abroad and construction Americanbuilt cars, he authorized the layout of a whole line of exceptional Ford products which was catered for the European marketplace. One that desired a smaller version of the national Ford car. The newest vehicles were based on the 933cc, 4-cylinder flat-head motor mounted in 90inch wheelbase chassis. Anyone who will examine these early chassis nowadays would readily see the similarity to the Model A Ford - in small-scale. If the Ford Dagenham factory first opened and started to mass-produce finished autos, center-stage was set for allnew Model Y sedan, a fairly tiny looking 1935 Ford tudor. The vehicle was an immediate success in Britain and above 100,000 were created with little change through 1937.
The Product Y's alternative will be the first-generation that really ressembed the Anglia that most people are comfortable with. In 1937, Dagenham launched a brand new Ford Eight sedan, or sometimes referred to as being a "7Y," nevertheless keeping the 933cc 4-cylinder engine and parts of yesteryear. A 1/4-ton van was likewise debuted within this arrangement, first known as a Fordson, after changed to Thames. The most notable change in these types of vehicles came from being created completely in England, unlike the Product Y that was spearheaded in Dearborn, MI.
Along with the launch of the new version, Ford of England also debuted a new longer wheelbase car called the Ford Ten, or "7W" in certain circles. A larger bore engine was boosted by this car (2 - 1 / 4 - inch to 2 - 1 / 2 - inch) for a complete displacement of 1172cc. As the Ford Eight remained with the confirmed 90inch stance, A 94-inch wheelbase was used by the Ten. The 10 was obtainable in both a 2-door, or 4-door arrangement and was regarded as a more upscale auto on the 8. What's significant about both of these vehicles is the fact that they establish the stage for next two decades of automobile and truck manufacturing. In 1939, the Ford Ten became the Ford Prefect and stayed a 4 - door sedan in styling up-to 1954. In 1940, the Ford Eight became the Ford Anglia when through front end layout modifications up-to 1954. Creation of the vehicles came to a hault in 1941 due to the out-break of the war and resumed once more in June of 1945.
Within the spring of 1948, Ford started to import the Anglia, Prefect and Thames vans (1/4-ton and 1/2-ton versions) for the United States and Canada under the banner "North American Sales and Service" or N.A.S.S. These were offered at selected Ford dealers across The United States right with vehicles produced within the states. These vehicles were changed somewhat for the United States marketplace, including making them lefthand drive, fitting the headlamps with sealed beams, installing front park lights in the front fenders, fitting the bigger 1172cc motor, and changing the front grille in the 1948 version Anglia and Thames to a 3-hole style - an one-year only change.
What seemed to become a glowing new section for Foreign Fords within the North American automobile marketplace, could have ended up being less-than anticipated. On April 9,1948 Ford of Britain, exported the first of what was expected to get hundreds more automobiles and trucks. Its preliminary projections were that during the very first year of revenue, it planned on selling over 12,000 vehicles and trucks for the large U.S. and Canadian marketplace. Actual sales yet, were only over 3500 for 1948. In early 1949, the recommended retail price was dropped nearly 20% in an effort to transfer stock. Even if Ford dealers throughout the nation priced new Anglias at a very cheap cost of only $947.22, plus a new Thames panel at $812.75, sales were anything but lively. Actually, Blue Book on the 2-year old Anglia was just $250!
The American auto industry was fast changing and the national vehicle manufacturers had launched their first postwar styles, while initially, there is a tremendous demand for any kind of truck and new auto, from the late forties. The purchasing public needed more of everything - interior dimensions, chrome, relaxation, and big V - 8 strength, not one that were present within the British Fords. These pintsized automobiles came equipped with mechanical brakes, wishbone suspension, wood flooring, a thermosyphen cooling system, circa 1930's!
Therefore, for another 10 years, the Prefect, Anglia and Thames were alsorans within the marketplace. In this age, you can pick one-up for a tune, frequently less than $100. Because no one needed them salvage yards from La to Ny would stack these forgotten automobiles up and beat them by the dozens. Throughout the five year interval the most famous body design of Anglias were sold, 1948 1953, just about 25,000 vehicles were offered in all The United States. Only 2400 are known to exist in almost any shape or form, now.
In case that it wasn't for hot-rodders in the midsixties altering them and generating some amount of interest, many believe that very few contemporary examples would now, remain. In 1961, NHRA's rules establish the minimal wheelbase for a "gasser" at 94inches. The guidelines also said the body should be of American producer. These two rules joined blew any opportunity of the foreign auto from going into the gasoline courses. In 1963, NHRA enabled foreign vehicles to compete within the gasoline groups although they were below the 94inch wheelbase minimum. The kicker was, they might just run a little block engine with no blowers were enabled. This Thames to link the gasser ranks and opened the door for the 90inch Anglia. The need for these lessthan-desireable international vehicles was eventually in the upswing.
For another four years, the amount of Anglia gassers slowly improved while the supercharged divisions were dominated by the Austin and Willys - each of which had an extended wheelbase. Just a racer took a close enough look in the Prefect and recognized that its 94inch wheelbase will be lawful for this particular category. One particular vehicle was the "Hurst's Gasser Passer," assembled and pushed by "Ohio" George Montgomery. The vehicle was effectively campigned just before his going into a '33 Willys run with a 427 SOHC Ford motor.
NHRA stood fast to the minimal wheelbase constraints until 1968, but at AHRA-sanctioned strips, no such guidelines existed. This opened the door for nearby west-coast paths like Irwindale and Lions to schedule AA / GS satisfies on a regular schedule. These match races packed the stands, paid properly and quickly a lot of the previous injected small blockpowered automobiles, did unexpectedly well and changed around to superchargers.
In 1965, a couple of the very renowned Anglia gassers ever assembled changed in the small-block Chevy for the allnew 396/427 motor. Hess Anglia & the Shores, driven by Skip Hess was clearly one of the very first racers to get the newest large block Chevy. With the inclusion of a 6.71 blower, the vehicle entered the AA/GS positions but just under the AHRA banner. Rapidly there after, Ed and Ray Kohler of the "King Kong" Anglia acclaim made the shift to a then-enormous 454cubic inch Chevy. With both vehicles now competing in the AA/GS positions, the match race madness was in full swing.
The amount of Thames and Anglias went crazy, when NHRA eventually allow 90inch wheelbase vehicles take on almost all the goodies. Count the amount of Anglias entered in Altered Eliminator and look in the entry list for the 1967 NHRA Winternationals, it is staggering. Some of the well-known automobiles than ran at a lot of the nationals included the BB/GAS Anglia of Bob Panella and manually shifted by Ken Dondero, the BB/GAS Blairs' Speed Shop Anglia driven by Phil Lukens, the BB/GAS Prefect of Steve Woods, Steve Korney's AA/GAS Goldfinger, Johnny Loper's A/GAS "Little Hoss," the A/GAS Anglia of Lutz 'N Lundberg, Stickel and Riffle's B/GASSer, the Kroona/Skarda/Sandberg's AA/GAS, and much more.
They were however a number of the 100s of Anglias, Prefects and Thames that immediately appeared on our country's drag strips throughout the sixties and seventies. As a unmanageable, and occasionally wild gasser their recognition fast was raised to the time that late-model bodies started to appear. This is a turning point for all these cars once more and the Willys, Anglias and Austin started to dwindle in numbers, as the sleeker Mustang, Camaro and other domestic cars gained popularity.
Before the midseventies, the prognosis for all these cars ever enduring appeared bleek. With the increase in street rod interest happening, with the Anglia's drag racing history, inexpensive and lightweight, rodders started to see possibility in constructing streetlegal automobiles. Because this time, the amount of Prefects, Anglias and Thames panels is on the increase. Of the 2400 or so now accounted for, 80% are altered to some degree, the majority having a small-block Chevy under the hood. The remaining 20% are still in inventory condition and just 5% have been fully restored back to inventory.
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