Classic Car Catalogue

Frazer Nash 1931

Ulster - ost rok. Powstało 5 sztuk.
Falcon - ost rok. Powstało 12 sztuk.
TT Replica - nowy model

Great Britain

Motor Sport, Models for 1932 October 1930
The complete range with prices is as follows :
"Interceptor I" (s.v. engine and 3-speeds) £325,
"Interceptor II" (o.h.v. engine and 3-speeds) £350,
"Falcon" (s.v. engine and 3 speeds) £350, with o.h.v. engine £375,
"Boulogne" (s.v. engine and 3-speeds) £395,
"Boulogne II" (o.h.v. engine and 3-speeds) £425,
"Ulster I" (s.v. engine and 4speeds) £495, o.h.v. engine £495.
Supercharged models :
"Boulogne I" £450,
"Boulogne II" £475,
"Ulster I" £575,
"Ulster II" £575.
Manufacturers' address :—A.F.N. Ltd., Falcon Works, London Road, Isleworth, Middlesex.

Motor Sport January 1931
NEVER, since the first Frazer-Nash car was produced, has the firm made anything but sports cars, and some special racing machines. Such a policy is bound to produce a vehicle of remarkable performance, and the competition successes of this marque have shown how well its makers understand the requirements of the really hard driver.
Among the first appearances of the Frazer-Nash in important competitions was the Boulogne meeting of 1923, when the maker's team won the Pickett Cup in the Boulogne Grand Prix, and was the only team to finish intact. Having shown the efficiency of this type of chain driven chassis, the seasons following were occupied in experimenting to find the most suitable engine for use in their production cars. This resulted in the adoption of the 1½-litre four-cylinder side valve engine, the latest edition of which is now available in all models, alternatively with the o.h.v. engine which has now been fitted for the last two seasons. During this period, and for some time afterwards, the production was small; but in spite of this they were becoming known for their acceleration and handiness, proof of which was given by Clive Gallop in 1925, when he won the Light Car Grand Prix at Boulogne and set up a new lap record for the course. Development was thence purely a matter of detail refinements, and the elimination of any wear or weakness which the violent treatment of hard-hearted testers could bring to light.
The firm passed through various phases of management, but the guiding principle of the car remained, that is a high power-weight ratio, perfection of handling, and excessive strength of every essential part. This means that many parts, which on a touring car could be made of normal material, must on this chassis be made of very special metals. This naturally increases the cost, but at the same time increases the life and reliability under arduous conditions, out of all proportion to the extra price.
In the older models, in spite of their delightful qualities as a sporting vehicle, there was a certain lack of the refinements and comfort which the pampered motorist of to-day is always demanding, and it is in this that the latest Frazer-Nash models stand out as different to their more spartan prototypes.
Last year, after a complete reorganisation of the firm on more efficient lines, a new works was built, the lessons of past years consolidated, and the car laid out for production by modern methods. The demand of owners for detail improvements, previously set aside as of minor importance to the ideal of performance with reliability, was given full attention, and the result is a very remarkable vehicle. All the old qualities of "pep" and roadworthiness are there, and with them a sweetness of performance, thoroughness of equipment, and smartness of appearance, which would make an owner proud of the car in any company.
The model selected for test by MOTOR SPORT was the latest o.h.v. " Interceptor," as being the lowest priced model of the range, introduced for this year in answer to the demand for a complete Frazer-Nash, though shorn of some of the unnecessary frills and extras available to the man to whom price is of less importance, and who can obtain from this firm practically any specification or performance he requires.
The actual car we tried was a standard " Interceptor," in engine and other essentials, but whose longer chassis and heavier 3-seater body were those of a demonstration car, with 26,000 miles to its credit. Therefore, when considering the performance figures of this car, it must be remembered that the standard model, which is a 2-seater, weighs 3 cwt less, and will thus have an even better performance than the car we tried.
As soon as the car is taken on the road one realises that the acceleration is definitely unusual, and this is very useful under modern traffic conditions, and also in putting firmly in his place any lad in a sporting-looking vehicle who thinks he will show off. It may sound rather "young" to indulge in this form of scrapping, but it is much safer than when two cars of similar speed attempt to "show each other how" on a not-too-safe road, and the delight of getting away from everything with a big margin gives a feeling of satisfaction which makes the most staid of us become quite cheerful again.
After successful acceleration tests against some other cars, we tried some against the watch, and the readings were so unusual that we tried many times to make sure they were accurate.
It might be as well here to mention that this vehicle has 3 speeds, though a 4-speed gear can be fitted as an extra. Those readers not used to a Nash may wonder at a sports car with only 3 speeds. Such as were brought up on fast motorcycles should think of the 3-speed close-ratio boxes they used and the performance they got, and they will realise what is meant by a Frazer-Nash not requiring more than 3 speeds for ordinary use.
The standard low gear is 11.6 to 1, though on our particular car it was 11 to 1. One of the beauties of the Frazer-Nash transmission, incidentally, is the way in which any of the gear ratios can be independently altered to suit any conditions. The normal ratios are 6.5 and 4 to 1 for second and top respectively. Bottom gear sounds high, but we were later to prove that it is quite low enough, while it gives an acceleration figure of 3 2/5 secs. from 10 to 30 m.p.h. This means that over this part of the speed range one has the whip hand over practically anything on wheels, while the fact that on second gear it requires but 5 1/5 seconds from 30 to 50 m.p.h. shows that performance is maintained up the scale. These times were taken with two up and a considerable quantity of equipment, so the acceleration of the standard "Interceptor," with its 11.6 ratio and lighter weight should come below 3 seconds for 10 to 30 m.p.h. Time your own car accurately on the level over this range and you see what happens!
The maximum speed of the car was just over 70 m.p.h. at which speed the engine was running sweetly, and gave the impression that this speed could be held indefinitely. A higher maximum would be obtainable on a somewhat lower gear, but the car is purposely geared high to give a high cruising speed with the minimum of wear and tear. The gear change, owing to the dog clutch system used, is absolutely foolproof, and when one refers to an ordinary gear box as having an easy change, it is difficult in comparison with a Nash. The lever can be pulled straight through from gear to gear at any speed without jar or damage, and this gives a tremendous advantage when getting off the mark and running up to full speed.
The steering is exceptional in its accuracy and ease of control, and combined with the car's almost uncanny steadiness on any surface wet or dry, makes the car a delight on a twisting road, and makes the driver feel a part of the machine in a way unsurpassed by anything we have driven. It is high geared, and the fact that only a small movement of the hand is required, however violently one is chucking the car about, coupled with perfect self centering, makes the longest drive easy.
In addition to high-speed work on main roads we took the car over some of the worst tracks in the Chilterns, and in spite of charging over appalling surfaces we failed to produce any rattles or loosen a single nut. The solid axle, plus the Pirelli tyres, reduced wheelspin to a minimum, and the accuracy with which the car could be directed on any surface showed what a suitable vehicle it is for a stiff trial.
Deciding to test it as drastically as possible we proceeded to the famous Alms Hill near Henley, at present absolutely in the worst possible condition. In addition to its sodden shiny surface, and 1 in 2½ gradient at the " cannons," there was a carpet of wet leaves to catch the rash climber who gets near the summit The first attempt without any preparation in the way of tyre pressures, etc., and without a passenger failed. The tyres were let down a few pounds, the passenger shipped once more, then all out from the start. Taking the bit between its teeth, the Nash tore up the lower slopes, breasted the "cannons " at a good 30 m.p.h., shot over the next leaf-strewn stretch on sheer impetus and purred steadily to the top. Maidens Grove and Lewknor seemed absurdly easy after this, the latter being climbed in second gear. Altogether a remarkable sports car for £350, especially when one considers the excellent equipment, which includes Acetex glass and the best that Messrs, Lucas and Smith can supply.

Motor Sport, January 1931
Motor Sport May 1931
Motor SportOctober 1931
Motor SportNovember 1931

THERE are some motor cars which differ only in detail from other makes of the same size and while satisfying their owners do not so inspire them as to prevent them ever wanting anything else.
Built for the job. The T.T. Frazer-Nash which has a maximum speed in the neighnourhood of 90 m.p.h.
On the other hand there are a few makes of sports cars which are so outstandingly individual in their design and performance that an owner, once used to their ways, becomes enthusiastic to such a degree that he considers his car the only one of its type worth having.
It is to the latter category that the Frazer-Nash belongs, and always has from its inception. It is a car about which motorists may argue and wrangle, but about which they are bound to have a very definite opinion. If you like it, you like it very much indeed, and we have yet to meet a keen a sports car owner who did not like driving one of the latest models.
Many and fierce have been the arguments among motorists as to whether chain drive is suitable in theory or practice, but such arguments dissolve in praise after a run in the car. Incidentally chain drive is one of the most efficient forms of transmission extant, and is very light for a given power, but in the case of the Frazer-Nash such points are entirely forgotten in the remarkable efficiency with which the vehicle operates as a whole.
As the T.T. type car is now in production as a standard model, it was one of these cars which we took out for a road test, and which we must admit left us as enthusiastic about it as the most rabid owner.
The main features of this car follow the lines already familiar to MOTOR SPORT readers, in that it incorporates the unique dog clutch gear with a final chain drive for each gear, which has long been a feature of this make. The power unit is an unsupercharged O.H.V. unit of normal layout with pushrod operated valves and two carburettors. Four forward speeds and reverse are fitted, and owing to the principle used all gears are as silent as top, being equally direct but merely of different ratio. This arrangement also gives the very valuable property of being able to alter any gear ratio without affecting the others. The advantage of this to an owner who goes in for competition work hardly need stressing. With the same car he goes in for trials, speed hill climbs, or road races, as well as using it for normal road work.
The standard gear ratios of a 4-speed Frazer-Nash are 11.5, 7, 4.8 and 3.7, but all these are optional and can be varied to suit individual requirements. On the T.T. model a low gear of 10 to 1 is fitted and owing to the light weight of the car (approx. 13 cwt.) this is fully low enough, and the getaway and acceleration are really remark able. 10 30 m.p.h. on this rather high bottom gear takes 4 seconds, but if the clutch is slipped and the engine revved up, as one would normally do when getting away from such a low speed, this time can be reduced to a fraction over 3 secs. 60 m.p.h. can be reached from the same speed in well under half a minute through the gears.
These figures give some idea of the terrific "pep" of the model, but no figures can give a full impression of the fascination of driving the car. The high-geared, dead accurate steering, the low build, and excellent weight distribution inspire one with complete confidence in the car and in oneself. Alter a short spell of driving one finds oneself doing things safely and neatly which one would never dare to attempt in the majority of cars.
Corners merely encourage the driver to prove the car's stability. One of the best things about the car's cornering is the way it can either be coaxed round in a gentlemanly fashion, or deliberately thrown into a controlled skid as and when required. This is a great help in a tight corner, as the slowing effect of the skid and the fact that a slight movement of the wheel corrects it with ease and certainty, means that one can "get away with it," under the most awkward conditions.
By this we do not wish to convey the impression that it is the sort of car in which one is always getting into difficulties, but merely that it is so inherently safe that one cannot help taking liberties with it.
The driving position, like other fatures of the new Frazer-Nash makes an immediate appeal to
the sporting motorist.
A further attraction when scrapping on the road is the ease of gear changing. Owing to the dog-clutch arrangement, changes up can be pulled right through without a pause, and the downward change is also practically fool-proof. Our only criticism of this change is a slight tendency to "hang" when trying to get out of gear when overrunning the engine, as when changing down for a corner. We soon got used to this, however, and found a touch of throttle at the right moment made it slip out easily.
Experience of older Frazer-Nashes has showed us that this tends to get easier with use. However, the car we tried had only done the Double-Twelve, a few Brooklands races, "round the mountain" events, high speed trials, and the Ulster T.T., and judging by the service some owners extract from these cars might still be considered fairly new.
We have not yet mentioned the maximum speed, as the acceleration and road holding were the first things we noticed, but for a 1,500 c.c. engine they are rather remarkable especially as excessive revs, are never resorted to. The maximum speed on the level was just under 90 m.p.h., but with a slight downhill gradient 95 m.p.h. was easily attained.
This car has been officially timed in a race to lap Brooklands at 91.72 m.p.h., so that it has every right to be placed in the exclusive class of genuine 90 m.p.h. sports cars. Another interesting fact is that it will comfortably exceed 80 m.p.h. on third !
Taken all round it is an ideal sports car for the competition enthusiast who also wants to use his car on the road, and its performance can only be fully appreciated by actual trial. The works are at London Road, Isleworth, and the price of the model with 3-speeds is £425, and with 4-speeds £445.
Motor SportDecember 1931
Motor SportDecember 1931



  Event: Entered: Raced: Finished: Best results:
8-9.05.1931 Double Twelve 3 3 0/1 23 Harvey / Aldington 1,496 c.c. nc
24.05.1931 Whitsun Mountain Speed Handicap         H. J. Aldington 1,496 c.c. 1st
22.08.1931 Tourist Trophy   3 0 22 H. J. Aldington 1,496 c.c. dnf
Motor Sport May 1931

Land's End trial.
Motor Sport June 1931

Frazer Nash Boulogne in Double Twelve race at Brooklands. Did not finish.
Motor Sport May 1931

Land's End trial.
Motor Sport June 1931

H.J. Aldington winning the Second Mountain Speed Handicap. His average speed for the twelve miles was 61.40 m.p.h.
Motor Sport
Motor Sport

J.C.C.'s Day at Brooklands