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The name ERA was short for English Racing Automobiles. Prior to World War II, the ERA Company had built a successful business designing and creating fast and dependable racers. Raymond Mays and Humphrey Cook were the co-owners. There were four iterations of the racers; all were built in low numbers with the Type C being a Type B with modifications. The Type D was a Type C with modifications.
The vehicles were raced in hill climbs and various races amassing many wins and standing start records.
Many of the ERA's were given a 1500cc supercharged engine that featured camshafts on both sides of the engine. One was for the exhaust valves and the other operated intake valves. Both were actuated by pushrods. A 1.1- and 1.5-liter version were available, with the 1.5-liter supercharged version producing nearly 170 horsepower. A Wilson pre-selector four-speed manual gearbox sent the engines power to the rear wheels in a controlled fashion.
Reid Railton was hired as the designer of the cars; he began with a ladder-frame chassis and incorporated live axles with semi-elliptical leaf springs with Hartford friction shock absorbers. The total vehicle weighed just over 2000 pounds, and required large drum brakes to keep the car in the driver's control.
In total, there were four A-Types constructed, beginning with the R1A and continuing to the R4A. The A-cars were factory works cars, campaigned by ERA during the 1934 and 1935 season. The B-Type series was created for the privateers, beginning with the R1B and continuing to the R14B. Due to superstition, the number 13 was skipped. In 1935 there were thirteen Type B racers created which were campaigned with some success. Lord Howe and Raymond Mays are the more notable drivers who championed their Type B racers to impressive finishes. The Type B was similar in design and mechanical components of the 1934 Type A. Raymond Mays and Humphrey Cook, both saw seat-time at the racing circuits in the Type A during the 1930's. After World War II, the Type A was raced in the 1950 Monaco race by Bob Gerard. Behind a strong field of Alfa Romeo's and Ferrari's, Gerard qualified in sixteenth place, just thirteen seconds off the pole position. A nine-car pile-up at the first turn of the race helped ensure a sixth-place finish for the agile racer.
Three of the Type B's were further developed resulting in the Type C. The main differences were the changes to the suspension. The Type C was given trailing arms, hydraulic dampers, and transverse torsion bars on the front.
Cuth Harrison campaigned one of the Type C racers, the R8C, at three races during the 1950 season.
Further work to the supercharger resulted in the Type D. The design remained the same. Raymond Mays raced the Type D prior to the War but it was never competed in any World Championship events.
The vehicles were raced in hill climbs and various races amassing many wins and standing start records.
Many of the ERA's were given a 1500cc supercharged engine that featured camshafts on both sides of the engine. One was for the exhaust valves and the other operated intake valves. Both were actuated by pushrods. A 1.1- and 1.5-liter version were available, with the 1.5-liter supercharged version producing nearly 170 horsepower. A Wilson pre-selector four-speed manual gearbox sent the engines power to the rear wheels in a controlled fashion.
Reid Railton was hired as the designer of the cars; he began with a ladder-frame chassis and incorporated live axles with semi-elliptical leaf springs with Hartford friction shock absorbers. The total vehicle weighed just over 2000 pounds, and required large drum brakes to keep the car in the driver's control.
In total, there were four A-Types constructed, beginning with the R1A and continuing to the R4A. The A-cars were factory works cars, campaigned by ERA during the 1934 and 1935 season. The B-Type series was created for the privateers, beginning with the R1B and continuing to the R14B. Due to superstition, the number 13 was skipped. In 1935 there were thirteen Type B racers created which were campaigned with some success. Lord Howe and Raymond Mays are the more notable drivers who championed their Type B racers to impressive finishes. The Type B was similar in design and mechanical components of the 1934 Type A. Raymond Mays and Humphrey Cook, both saw seat-time at the racing circuits in the Type A during the 1930's. After World War II, the Type A was raced in the 1950 Monaco race by Bob Gerard. Behind a strong field of Alfa Romeo's and Ferrari's, Gerard qualified in sixteenth place, just thirteen seconds off the pole position. A nine-car pile-up at the first turn of the race helped ensure a sixth-place finish for the agile racer.
Three of the Type B's were further developed resulting in the Type C. The main differences were the changes to the suspension. The Type C was given trailing arms, hydraulic dampers, and transverse torsion bars on the front.
Cuth Harrison campaigned one of the Type C racers, the R8C, at three races during the 1950 season.
Further work to the supercharger resulted in the Type D. The design remained the same. Raymond Mays raced the Type D prior to the War but it was never competed in any World Championship events.
 | | View more photos Racer Chassis Num: R2A |
Embiricos first race with the car was met with disaster. It crashed, convincing Embiricos to abandon the sport and end his career as a driver.
During the 1950s, the car was given a new life and campaigned with mild success.
The car has since been restored to its original condition, including the Tecnauto suspension and 1.5-liter engine. It is currently used in historic competition.
| | View more photos Racer Chassis Num: R2A |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com