1921 Napier T75

Montague Stanley Napier was a brilliant engineer who wanted to move the family business from its traditional field of printing machinery manufacture into the modern horseless carriage arena. After his father passed away, Napier took charge of the Lambeth-based family engineering business in 1895 and, over the years, would establish the Napier name at the forefront of the British motor industry.

Napier's flair for engineering was equally on par with the commercialism of Selwyn Francis Edge, London manager of The Dunlop Tyre Company. Edge had met Napier at the Bath Road Club and was impressed with his engineering abilities. He persuaded Napier to improve his Panhard 'Old Number 8' which had won the 1896 Paris–Marseille–Paris race. Among the modifications were converting it from a tiller to a steering wheel, improving the oiling, and replacing the Panhard engine with one of his own design. Impressed with the changes, Edge encouraged Napier to build a car of his own. Edge and Harvey du Cros, his former boss at Dunlop, created the Motor Power Company of London and agreed to purchase Napier's entire output. In 1903, the business was moved from Lambeth after annual production had reached 250 units, to larger premises in Acton. In 1906 it became a limited liability company, D. Napier & Son Limited.

The company enjoyed prominence at the turn of the nineteenth century, and it would become favored by royalty and nobility the world over. Motorsport competition was an important ingredient to the company's success, with Napier participating with distinction in the 1,000 Miles Trial in 1900 with a prototype model.

Napier-built vehicles would claim many 'firsts' - it was the first British racing car built for the Gordon Bennett Race of 1901. A Napier automobile won the event in 1902, wearing for the first time the British Racing Green livery. A Napier became the first car to cross the Canadian Rockies in 1904. The company claimed to be the first manufacturer to offer a six-cylinder car in a production model (the 1903 Napier 18hp). Their 60hp racer set a new record at the newly opened Brooklands track in 1907, driving at an average speed of 65.9mph for 24 hours.

The automobiles produced by Napier from 1906 to 1911 were very popular with aristocrats and elite clientele within society. Outclassed by Rolls-Royce's Silver Ghost, Napier's larger models faded away after 1911 to be replaced by more modest offerings. Edge left the company in 1912. During World War I, the company built aero engines in support of the war effort. Initially, they built Sunbeam and Royal Aircraft Factory aero engines before moving on to produce its own - the Lion. The Lion engine was designed by Arthur John Rowledge, who later contributed to Rolls-Royce's Merlin engine. For the Lion engine, Rowledge declined to use the traditional inline and rotary/radial engine layouts and instead, used a so-called 'broad arrow' or 'W12' design. The 12 cylinders were arranged in three banks of four on a common crankcase. With four valves per cylinder and twin overhead camshafts, this engine initially produced 450 horsepower, making the Lion the most powerful aero engine of its day.

The Lion engine became renowned in automotive circles as the powerplant for a succession of land-speed record cars. Land-speed record-breaker Malcolm Campbell installed one in his 'Blue Bird' in 1927. Henry Segrave used one to break the water speed record. In 1947, John Cobb took the world record in his twin-Lion-engined Railton Mobil Special at 394.19mph, becoming the first person to exceed 400mph on land in the process.

After World War I came to a close, Napier adopted a one-model policy. The Napier T75 model was built from 1919 to 1924, with approximately 120 examples built. These were expensive and luxurious motorcars that rivaled the quality and price of the Rolls-Royce Silver Ghost but were built in far fewer quantities. The engine was a single-overhead-camshaft six-cylinder monobloc aluminum unit with steel cylinder liners and dual ignition. It displaced 6,175cc and produced 82 horsepower. It rode on balloon tires, had a manual transmission, and stopping power was via four-wheel brakes. The 126-inch wheelbase chassis was suspended by a solid front axle with semi-elliptic leaf springs, while the live rear axle had a platform rear suspension.

The company ceased manufacturing in 1924, and unsuccessful attempts were later made to bring the company back.

by Daniel Vaughan | Oct 2022