1949 Armstrong Siddeley Typhoon

The Armstrong Siddeley Hurricane and Typhoon were respectively a two-door four-seater drophead and a two-door four-seater coupe; both had a front engine driving the rear wheels. The Hurricane was made from 1945 to 1953 and the Typhoon from 1946 to 1949 and they were names for WW2 aircraft built by the parent Hawker Siddeley company.

The Hurricane was announced by Armstrong Siddeley on 9 May 1945 on the same day as the Lancaster. Its body was of steel and aluminium panels on a timber and aluminium frame; unlike the Lancaster, the Hurricane was built in-house. The chassis featured a central cruciform, for additional strength and the steering was by worm and sector. At the front were independent front torsion bars combined with semi-elliptic leaf springs and a live axle at the rear. Braking was by hydraulic front drums with a rod and cable system at the rear. The hood could be arranged in a choice of three positions – closed, Coupe-de-Ville or completely open.

In August 1946, the Hurricane was joined by the Typhoon, which was constructed for Armstrong Siddeley by Mulliners of Birmingham and had a fixed roof with a fabric lining. 1948 saw the Hurricane’s bonnet line lowered and both cars were powered by the new 2.3-litre engine from April 1949 onwards. Later that year both models gained a one-piece radiator grille and a new bonnet with fixed side bays. The Typhoon was discontinued by the end of 1949 while the Hurricane continued in production until 1953; the last post-1952 versions had a slightly restyled tail in emulation of the Whitley saloon with a larger boot. Armstrong Siddeley also made six prototype four-door Tempest saloons in 1949; one is believed to survive.

The Hurricane and the Typhoon were initially powered by a 1,991cc S6 OHV engine and, in later forms, by a 2,309cc S6 OHV plant, with a single Stromberg carburettor in both cases. The transmission was either a four-speed all-synchromesh manual or a pre-selector box.

The Armstrong Siddeley Typhoon is more rarely encountered than the Hurricane - Armstrong Siddeley sold 1,701 of the former as opposed to 2,606 of the latter – and each is a prime example of the post-war British touring car. The open Hurricane commands high prices in the classic market and both maintain a sense of dignity over the most poorly surfaced roads.

Corrosion is a perennial issue of Armstrong Siddeleys of this era as is deterioration of the timber frame. The chassis should be scrutinised for rust as should the aluminium and steel coachwork and the Hurricane’s roof for signs of wear or poorly executed previous repairs. Some cars have been fitted with the gearbox from the later Armstrong Siddleys and converted to telescopic front shock absorbers for modern road conditions.

Rivals to the Armstrong Siddeley Hurricane and Typhoon range from the Alvis TA14 and the AC 2-Litre to the Jaguar Mk V Drophead Coupe, the Riley RMD, and the Triumph Roadster.