Category Archives: Standard

British Heritage Models – Standard Pennant Companion

By Maz Woolley

Text and photographs copyright of the Author(s) unless otherwise stated.

It has been a long wait for this model from BHM. Problems at the small Chinese producer used by BHM to make their 1:43 resin models created delay after delay despite the trial bodyshell had been seem many months ago. I had almost given up expecting to see this model but it has now shipped in two different colours with small differences between them. The model shown in this article is the green and white one that I chose to buy.

The Standard Pennant Companion was the last version of the Standard 8/10 chassis launched in 1953 to be produced. The Standard 8/10 Companion was introduced in 1955 and the modified rear end was created by Mulliners of Bordesley Green in Birmingham. It’s main selling point over its rival small estate cars was the fact that it was a five door when most of its competitors only had three.



The Pennant was introduced in 1957 to bring the small Standard up to date whilst they were waiting to bring the new Triumph Herald into production. The Pennant gained a modified front end with hooded headlights and a slightly extended rear light cluster high up on the rear wing. as well as a new wide grille and an uprated version of the 10 engine closer in tune to the version to be launched in the Triumph Herald. Inside the basic 8/10 interior was made more attractive with a remote gear change, and a dashboard and glove box rather than instrument pod and open shelf amongst other changes. The saloon’s production ceased in 1960 following the launch of the Herald the previous year.

The later version of the Standard Companion had the front end from the Pennant but the rear end was unchanged from the earlier version. It lasted a little longer in production than the saloon staying on sale until the Herald Estate was launched and then it quietly faded into history leaving only the Phase III Vanguard and Ensign in production bearing the Standard name.

The Standard Pennant has been seen in 1:43 scale before as a 1959 saloon produced by Pathfinder in white metal. Long obsolete, the Pathfinder model seems to be offered at very high prices on auction sites. It was also produced some time ago by BHM and was reviewed here in MAR Online in 2022, the review may be read here at https://www.maronline.org.uk/bhm-standard-pennant/. It is understood that some of these saloons are still available from BHM.

It would appear that the Standard Companion has never been modelled in any scale. Either in it’s early 8/10 form, or the with the later Pennant front end. If it has I am sure that a reader will correct me. So I believe that this BHM helps to fill the gap in British motoring history in model form.


The overall shape of the Companion is well captured with the rounded body sides pleasingly shaped. The side windows do look a little shallow compared to photographs. This version of the model comes with several period extras like the colour coordinated sun visor and an aerial for an optional radio. Two fog lamps are also fitted which a cautious driver of the time might have had fitted to the car.


The headlight rim and the ‘hood’ over it seem a little over scale to me as does the Standard badge on the bonnet. However, not so much that they spoil the model. The grille is well shaped but seems a little too heavily moulded and lacks any sign of the vertical bars fitted to the rear on the real car . Sadly the windscreen wipers are flat etched items which are parked at an improbable angle and the blades seem rather too long for the Standard’s small windscreena mistake often seen on resin models from other manufacturers too


The duo colour paint finish used on the Companion has been nicely created here and is generally masked well if not perfectly. The window openings seem a little ‘wavy’ at points to me but again liveable with for a model of such a rare car. The painted wheels, hub caps and tyres are all nicely done


The rear end could as well be that of the earlier Companion as Mulliners carried on building it in the same way even on the Pennant version. Indeed that would offer BHM an opportunity to modify the front end and interior to create a Standard 8/10 Companion from the earlier 1950s.


The rear shape is good with separate rear lights neatly modelled as well as the door furniture and a little GB badge in case the owner wants to venture overseas. The number plates are not to my taste as they are just a statement of the cars number in the BHM Majesty Classics range. I would have much preferred a real UK number plate from a preserved car, or one seen in period advertising


Although not a perfect model it is a creditable attempt by a small outfit to portray a car once familiar on the streets of Britain and around the world and which is rarely seen today. It makes a nice partner for the BHM Pennant saloon or the Pathfinder should you have one. It is also made in Blue and White with a roof rack, lowered aerial and without the fog lamps. For those wanting one of these models patience is needed as the first batch of the model sold out immediately and more have had to be ordered from the factory in China.


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More Details on the Dinky Toys Standard Vanguard

By Terry Hardgrave

Text and photographs copyright of the Author(s) unless otherwise stated.

I originally wrote about the entire Dinky Toys 40 series in MAR Online back in 2019, including the 40e Standard Vanguard.

Dinky Toys were quite accurate models of real vehicles produced at that time, but over the years, some of the real vehicles underwent significant changes to their appearance. Not always, but sometimes Meccano noticed these changes, and decided that they needed to modify a Dinky Toys model, to make it more accurate and representative.

A case in point is the English made 40e/153 Standard Vanguard Saloon. When this was first introduced in 1948, it appeared with open rear wheel arches, which mirrored the real car at that time. However, by 1950, the real car now came with closed arches or skirts as some call them. So Meccano went to all the trouble to modify the die and change the catalog and box images to conform.

When the 40e Standard Vanguard was updated in 1950, both the rear wheel spats were added and the rear axle clip deleted, which also resulted in a newer style baseplate. In 1954, the numbering was changed to 153, and the model was produced through 1959, then deleted from the range.

Here is a photo showing the two very different baseplates used on the Standard Vanguard. The one on the left, with that unique axle clip was only used briefly, then replaced by a normal baseplate, but with smaller lettering. The other baseplate on the right is a later one, with large lettering.

That unique clip was also used on two French Dinky Toys, around the same time: The 24q Ford Vedette and the 29e Isobloc Autobus front axle. This was a rather complex piece to both make and install, so one has to wonder what the advantage would have been. Apparently that also became clear to Meccano, as its use on the Standard Vanguard only lasted about a year.

Isobloc front end

I have never seen anything official from either factory on why it was used or supposed to accomplish, so we are left with another Meccano mystery!


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Standard Gazelle

By John F. Quilter 

Text and photographs copyright of the Author(s) unless otherwise stated.

Great article on the Triumph Heralds from Chris Longhurst (It can be found here).

Did you know there was an Indian made version known as a Standard Gazelle? The Indians reworked the old British tooling into a four door saloon and I have even seen very rare four door estates! Somewhere in my archives I have a few brochures on the sedan. In my quest to have the truly unique in the automotive world in 1:43 scale I modified a Vanguards Herald into a Standard Gazelle. They had a strange rework of a Vitesse nose but with only two headlamps. When I was in India in 1973 I never did see one as they were nowhere near as popular as the Hindustan Ambassador, an Indian made Morris Oxford.

John’s conversions from Vanguards Herald to a unique and scarce vehicle


Contemporary brochure for the India-only Standard Gazel though prototype four door Heralds were built in the UK none went into production.

Since John made his one-off conversion Max Derrez has produced a small batch of Standard Gazels in 1:43 scale resin. I believe that have all now sold out.


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BHM Standard Pennant

By Maz Woolley

Text and photographs copyright of the Author(s) unless otherwise stated.

This model was announced by Frank Jones some time ago but has had a longer than usual development period. After the first test mouldings were made the factory ended up closed for some time as the area it was in was affected by a total lockdown imposed by the Authorities in that part of China. Once working began again the pre-production tests were seen and some minor modifications requested prior to production. These models are made in very small batches and then sent to the UK, more small batches are then sent if demand exists. The first batch sold out as soon as it landed, but more are currently expected and orders are being taken.

The Standard Pennant models are made in China in resin and etch to 1:43 scale. Two two-tone colour schemes have been made: blue over grey and green over beige. Both colour options can be seen on preserved cars.

The Standard Eight and Ten had sold very well as they had reasonable performance and space for their market segment and were deliberately sold at very competitive prices. This meant that they were kept very basic. with sliding windows etc. When first launched this didn’t matter as car buyers were desperate to get their hands on any new car. By the later part of the 1950s sales became more competitive and buyers were starting to look for more features and more stylish cars. BMC were busy uprating basic cars to create stylish premium cars like the Wolseley 1500 and Riley 1.5 which were heavily based on the more basic Morris Minor 1000, and even Ford was busy adding chrome and uprated interiors to its 100E ranges. Whilst Standard-Triumph had a stylish car under development, the Triumph Herald, it was not going to be launched until 1959 and a stop gap was needed to boost sales until it arrived on the market. The Standard 10 was worked over with re-styled front and rear ends in a more American style and it was given an uprated engine based on the existing 10 which was due to be used in the Triumph Herald and improved rear springing to cope with additional power. Inside the upgrading was extensive with a new two-dial instrument panel, and two tone interior colour schemes in ICI’s synthetic Vynair material.  The Pennant was launched in 1957, could exceed 70 miles an hour and was capable of over 40 miles to the gallon driven carefully.

Pennant production was over by 1960 when the Herald had been launched and the factory capacity was needed to meet the demand of generated for the new car.

Until the BHM model collectors wanting a Pennant had to find the rare and obsolete Pathfinder model shown in the photograph below. Prices of this model on the secondary market vary but are rather higher than most collectors can afford.

Photograph from easyliveAuction.com website

The British Heritage models are a newer generation than the Pathfinder with fine etched components like wipers, wing mirrors, and vent frames. When compared to photographs on the web the body shape The body casting seems to wells shaped and replicates the original well. My only criticism might be that the side windows seem a little shallow compared to photographs of the real car but this is not likely to be noticed by most purchasers.

The Standard badge at the front and the Pennant name badge on the rear have been very nicely made and applied. Inside there is considerable detail on the dashboard which looks generally consistent with the real car though the colouring does not perhaps vary enough between the different sections of dash surfaces. The steering wheel is quite nice but lacks the Standard boss in the centre and the seating is in a single colour rather than being two-tone. These are criticisms that only someone looking with a torch is going to make, and which are not at all obvious from normal viewing distances. The door cards are nicely modelled and door winders and handles are all there.

I would prefer that the cars were not fitted with MC14 number plates. This indicates the Majesty Classics range number and is the same on both versions of the model. Lansdowne Models used to have number plates with range numbers on too. I would prefer plain black plates or period correct number plates.

All in all I think that this is a model that was well worth waiting for. It not only fills a gap in the Standard story, but shown next to my Herald models it will show just how trend setting and beautiful the Michelotti design for the Herald was, and how much of a leap forwards for Standard-Triumph.

BHM has announced that they intend to make a late model Standard 10 Companion in the same range which will sit nicely with this Pennant. I just wish that someone would also make an earlier Eight or Ten model as only Pathfinder and TW seem to have made these in 1:43. and they are rarely available on the secondary market, and when they are sell for prices that I cannot afford for single model.


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Four-door Heralds and Gazels in the UK and India

By Chris Longhurst

Text and photographs copyright of the Author(s) unless otherwise stated.

Between 1958 and 1960 Standard Triumph experimented with a number of body styles that could be built on the separate chassis frame: the saloon, convertible, coupe and estate, and to a lesser extent the Courier Van, are familiar models. In 1960 a one-off four-door Herald saloon prototype (X696) was produced. This variant is described in Graham Robson’s book ‘Triumph Herald and Vitesse – The Complete Story’ (1997) on pp 82-83. A photograph of this car, which was registered 5099 HP and finished in Powder Blue and White with a Phantom Grey and White interior, can be seen in Figure 1 – the front doors are shorter than on the production two door saloon and the C-pillar a lot wider.

Figure 1 – From Graham Robson book

The blue and white 948cc engined car has been modelled by Derrez Models (Figure 2a and 2b).

Figure 2a Model Triumph Herald Four-Door ‘948cc’ prototype (M.Derrez)

Figure 2b Model Triumph Herald Four-Door ‘948cc’ prototype (M.Derrez)

The original four-door prototype car disappeared off the ‘radar-screen’ until  around 1977 when it was seen at a Triumph Sports Six Club event in Cambridgeshire as a Triumph Herald 1200 (1147cc engine, white rubber bumpers, walnut dashboard, etc.) only to disappear again until about 2007 when it was acquired by the TSSC and now resides in their museum (Figures 3a and 3b).

Figure 3a Triumph Herald Four-Door 1200 prototype (Triumph Sports Six Club)

Figure 3b Triumph Herald Four Door 1200 prototype – doors open (photograph from the Internet)

Close examination confirmed it as the X696 prototype and traces of the original Powder Blue paint were present on some interior panels. A factory transformation to a Herald 1200 would have been a relatively simple task as the first 80,000 or so Herald 1200s were built on the 3” square box section 948cc chassis rather than on the later 3.25 x 2.75” box section chassis, with its reinforcements for the suspension. This latter chassis was fitted to later Herald 1200s and all 13/60 Heralds & Vitesses. The Triumph Herald 1200 version of X696 was finished in Gunmetal Grey (a blue grey colour) with a Matador Red interior. A 1:43 scale model of the ‘as found’ Herald 1200 version has also been produced by Derrez Models (Figure 3c and 3d).

Figure 3c Triumph Herald Four-Door 1200 ‘as found’ model (M.Derrez)

Figure 3d Triumph Herald Four-Door 1200 ‘as found’ model (M.Derrez)

The four-door Triumph Herald was not developed further for the U.K. market possibly because the more ‘modern’ looking four-door Triumph 1300 (launched in 1965) was in the planning stage. Meanwhile, back in India the two-door Standard Herald Mk II which was featured previously in MAR Online here was about to get a four-door make-over as the Standard Herald Mk III. This was described as ‘the car of the year’ (Figure 4) when launched in ~1968.

Figure 4 Standard Herald Mk III ‘Car of the Year’ advert (from the Internet)

This car used the Vitesse style bonnet of the Indian Standard Herald Mark II but was in four-door format; most probably based on the plans from the Triumph Herald four-door prototype X696.  The front end of the Mark III (Figure 5) was slightly more attractive than the Mark II with a 7“ Herald headlight inboard with the Herald/Vitesse rectangular side light/flasher unit outboard of the headlight.

Figure 5 Standard Herald Mk III Hyderabad 1990 (M.Cregan)

The rear had the boot-lid style found on later Standard Herald Mark IIs, with no indentation for the number plate (Figure 6); the car had a ‘Standard’ badge on the front and ‘Standard Mark III’ on the rear.

Figure 6 Standard Herald Mk III – rear view (from the Internet)

Although, to my knowledge, no commercial models of the Standard Herald Mk III have been produced, Max Derrez kindly sent me some photos of a model he produced for his private collection (Figures 7a and 7b).

Figure 7a Standard Herald Mark III model – front view (M.Derrez)

Figure 7a Standard Herald Mark III model – front view (M.Derrez)

I also came across a model modified from a Lledo Vanguards Triumph Herald built by John F. Quilter (a regular contributor to MAR Online) which was featured in Model Auto Review Magazine #209 (Figure 7c).

Figure 7c Standard Herald Mark III model – front view (J.F.Quilter)

The Standard Herald Mark III was also sold in Estate form and referred to as the ‘Standard Herald Mk III Companion’ (Figures 8a and 8b) – I understand that the rear tailgate was made from fibreglass. Both Saloon and Estate versions of the Standard Herald Mark III retained the 948cc engine of early Triumph Heralds.

Figure 8a Standard Herald Mark III Companion Estate – rear (R.Pollak)

Figure 8b Standard Herald Mark III Companion Estate – side (C.Buntinx)

In the early 1970s a final major revision of the Standard Herald four-door was launched as ‘the small big car’ – the Standard Gazel (Figure 9a). The front end still used the Vitesse style front but was more stylish than the Standard Herald Mark II and Mark III.

Figure 9a Standard Gazel Brochure – ‘The Small Big Car’ (K.Bhote)

Figure 9b shows the front offside of an early Gazel (often referred to as the Mark I) – the chrome ‘Herald’ style bonnet catches are still present as the forward opening bonnet was still used. The rear (Figure 9c) has been radically restyled, losing the fins of the Triumph and earlier Standard Heralds. The interior was also revamped with a bench seat at the front and the rear suspension was revised to lose the Heralds rear cross spring and independent drive-shafts. The car was badged as a ’Standard’ on the bonnet and a ‘Gazel’ on the boot lid.

Figure 9b Standard Gazel Mark I – front off-side – note bonnet catches (mid-1980s M.Long)

Figure 9c Standard Gazel Mark I – rear off-side (mid 1980s M.Long)

A later revision of the Standard Gazel lost the bonnet catches (although the indentation can still be seen on the front wing to indicate where they would have been) and a rear hinged ‘conventional’ bonnet lid was introduced (Figures 10a and 10b); the rear of this ‘Mark II’ Gazel was similar to the Mark I (Figure 10c).

Figure 10a Standard Gazel Mark II – front near-side – note lack of bonnet catches (from the Internet)

Figure 10b Standard Gazel Mark II – front off-side – note lack of bonnet catches (mid-1980s R.Pollak)

I have tried to find a picture of the Mark II Gazel with the bonnet open – but the best I could find was of a Gazel undergoing restoration with the bonnet (& doors) removed (Figure 10d).

Figure 10d Standard Gazel MarkII – near-side view with doors and bonnet removed (‘karlosdeville’ – internet)

I have seen a few black and white figures of a Standard Gazel Estate (Figure 11), but am not sure if it went into full production. I have read reports that late Gazels were badged as Triumphs; sharp-eyed readers will have noticed that the Mark II Gazel in Figure 10b has TRIUMPH letters on the bonnet, whether this is as it left the factory or a later modification I don’t know. As with the four-door Standard Heralds the Standard Gazel retained the 948cc engine of the early Triumph Heralds; production of Gazels ceased in the early 1980s.

Figure 11 Standard Gazel Estate (from the internet)

Derrez Models has produced a 1:43 scale version of the Standard Gazel Mark II in cream (Figures 12a, 12b and 12c) as well as dark blue, pale blue/grey and red versions (Figure 12d).

Figure 12a Model Standard Gazel Mark II in cream – front view (M.Derrez)

Figure 12b Model Standard Gazel Mark II in cream – rear view (M.Derrez)

Figure 12c Model Standard Gazel Mark II in cream – side view (M.Derrez)

Figure 12d Derrez Models Standard Gazels (F.Jones – British Heritage Models)

I’ll finish the story of Indian Herald ‘derivatives’ by highlighting Stirling Moss’ involvement with the Standard Gazel. In 1990, when I was the Herald Register Secretary for the Triumph Sports Six Club I received a letter and the loan of some photographs from John Yeomans who had been Technical Manager for Tyres for Dunlop India Ltd. from 1972 to 1976. In 1975 he was involved with demonstrating Denovo ‘Run Flat’ tyres; the Dunlop Managing Director – Mr.R.G.Nairn – organised a demonstration in Delhi in 1975, the icing on the cake being that his friend Stirling Moss was to drive the test car. Standard Gazels were chosen for the demonstration as the Denovo tyres would not fit the rims of Hindustan Ambassadors or Premier Padmini Fiat 1100 derived cars. In Figure 13a two Standard Gazel Mark I cars can be seen waiting to test the tyres.

Figure 13a Standard Gazel – waiting for Dunlop ‘Denovo’ tyre testing (J.Yeomans)

In Figure 13b Stirling Moss (complete with 1970s sideburns!) can be seen alongside a Gazel – the cable looped around the front near-side door was there to deflate the tyre at speed. The demonstration was a great success with Stirling commenting that he ‘was hardly aware that anything had happened”.

Figure 13b Stirling Moss with Standard Gazel – ready for Dunlop ‘Denovo’ tyre testing (J.Yeomans)


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Nicky Toys 054 – Standard Herald Mk II (India)

By Chris Longhurst

Text and photographs copyright of the Author(s) unless otherwise stated.

In a previous article I reviewed both UK and Indian examples of the Dinky Toys 134 Triumph Vitesse, you may find it here.

In this article the Nicky Toys Standard Herald Mark II will be reviewed. Nicky Toys are Indian produced and branded toys made from Meccano (Dinky) dies; manufacturing was licenced to S.Kumar & Co. trading as Atamco Private Ltd. The real Standard Herald Mark II was launched in India in about 1967 (accurate dates for Indian cars and models cars are very difficult to pin down). What we know as the 948cc Triumph Herald saloon (the early cars without the white rubber bumpers and larger 1147cc engine) were exported to India in CKD (Completely Knocked Down) form from 1961 and assembled in Madras (Now known as Chennai) and sold by the Standard Motor Products of India. They were badged as ‘Standard Heralds’ and know retrospectively as the Standard Herald Mark I.

The Mark II was a facelifted saloon using elements of the Triumph Vitesse bonnet. I don’t think the facelift would get any awards in a beauty pageant (Figure 1) as instead of using the twin 5” headlamps of the Triumph Vitesse (Figure 2) it had a 7” Herald headlight inboard with an orange indicator and clear bulb parking light to the outside of the headlight.

Figure 1 Standard Herald Mark II – front end. India mid 1980s (R.Pollak)

Figure 2 UK Triumph Vitesse 1600 front end (Triumph Sports Six Club internet site)

When I first saw pictures of the Mark II back in the 1980s I initially assumed it was a one off modification but a period brochure confirms the design (Figure 3) – I have a photocopy of the brochure date stamped ‘21-7-1967’.

Figure 3 Front of Standard Herald Mark II brochure (from Triumph World Magazine 3146 1998)

Early versions of the Standard Herald Mark II had a boot lid with an indentation for the number plate (Figure 4) similar to the UK Herald and Vitesse.

Figure 4 Standard Herald Mark II early rear end – India (from the internet)

Later cars had a ‘plain’ boot lid (Figures 5 and 6 front and rear views), probably representing Indian production as this is not found on the UK produced Triumph Herald or Vitesse.

Figure 5 Standard Herald Mark II front end KLK 7855 – India mid 1980s (M.Long)

Figure 6 Standard Herald Mark II later rear end KLK 7855 – India mid 1980s (M.Long)

Note the differing positions of the ‘Standard Mark II’ on the boot lids of the early (Figure 4) and later (Figure 6) cars; a ‘Standard’ badge can be seen on the bonnet lip of the car in Figure 5. The Standard Herald Mk II retained the somewhat under-powered 948cc engine of the early Triumph Heralds.

I have to say that the Nicky 054 model of the Standard Herald Mark II is a bit of a disappointment; as can be seen in Figure 7 it is basically a Dinky Triumph Vitesse 134 but without the side stripe.

Figure 7 Nicky 054 Standard Herald Mark II (India)

The model car comes in a wide range of both plain (Figures 8a and 8b) and metallic colours (Figure 8c).

Figure 8a Nicky 054 – Plain Colours

Figure 8b Nicky 054 – Plain Colours

Figure 8c Nicky 054 – Metallic Colours

The colours I have recorded from my examples and various auction sites are laid out in Table 1 along with some information on wheel ‘types’.

Table 1 – Nicky Standard Herald Mark II 054 – Colours

ColourMetal wheel with tyre – axle end showingPlastic wheel with  Hubcap. No separate tyrePlastic wheel with tyre in ‘5 spoke’ design – black and silver.  Axle end showing
Blue – darkYesYes 
Blue – pale Yes 
Blue – dark metallicYesYesYes
Cream Yes 
Green Yes 
Green – lime YesYes
Green – dark metallicYesYesYes
RedYesYesYes
Red – dark metallicYesYesYes
Silver – Metallic Yes 
White YesYes
Yellow – lemon  Yes
Yellow – saffron Yes 

The rear of the car sometimes has the rear number plate board painted silver; silver paint is also used on the ‘bumpers’ (although I think chrome add-ons to real cars to this area were an aftermarket item) and over-riders (Figure 8d).

Figure 8d Nicky 054 – rear view

All of the examples of Nicky 054 Standard Herald Mark II that I have seen have a white interior. I have recorded three different wheel types on Nicky 054. Figure 9a shows a Nicky 054 wheel (right) compared to an Indian produced Dinky 134 Triumph Vitesse (left).

Figure 9a Dinky ‘Indian’ Vitesse 12134 (left) and Nicky 054 (right) – plastic wheel with hubcap

Although from the side both wheels have ‘hubcaps’ close examination (Figure 9b) shows the Nicky 054 to be plastic with a flange on the inside of the wheel (the 134 Vitesse wheel is metal with a separate tyre); I have no idea of the purpose of the inner flange.

Figure 9b Nicky 054 – Plastic wheel with hubcap showing inner flange

Figure 9c also compares these wheel types (134 Vitesse at the top of the picture, 054 Nicky at the bottom of the picture).

Figure 9c Dinky ‘Indian’ Vitesse 14134 (top) and Nicky 054 (bottom) – plastic wheel with hubcap & flange

Figure 10 shows the remaining two Nicky 054 wheel types. On the left is a plastic wheel with ‘5-spoke’ design in silver and black; the axle end show on this wheel type. On the right of Figure 10 is a metal wheel with tyre, also with the axle end showing. Although I have never measured the axle diameter on the Indian Vitesse or Standard Herald Mark II my impression is that the axle is thinner than on the UK produced Dinky 134 Vitesse – this can lead to ‘crabbed’ wheels as the axle can distort easily.

Figure 10 Nicky 054 – Plastic wheel with ‘5-spoke’ design (left) and Nicky 054 – metal wheel with axle end showing (right)

The baseplate on the Nicky 054 Standard Herald Mk II is similar to that on the Indian produced Dinky 134 Triumph Vitesse :- it was numbered 134 and labelled DINKY TOYS TRIUMPH VITESSE and  LICENSEE IN INDIA S.KUMAR & CO.PL.. In most case the word DINKY is manually partly or completely obliterated, I believe this was to ensure separation of the Dinky and Nicky brands (Figures 11a and 11b).

Figure 11a Nicky 054 – Baseplate – DI of DINKY ‘removed’

Figure 11b Nicky 054 – DINKY defaced

It should be noted that in a few cases the assembler has forgotten to obliterate the DINKY brand name (Figure 11c). The partial or complete obliteration the DINKY name seems to have been completed after the painting of the baseplate with a small hammer which means that a lot of the Nicky 054 baseplates look very messy!

Figure 11c Nicky 054 – someone forgot to deface the DINKY on this baseplate!

New box art was produced for the Nicky 054 Standard Herald Mark II model (Figure 12a) although the car on the box is clearly a Vitesse complete with side stripe!  Nicky 054 boxes can be found with a circular or slotted cut out (Figure 12b) – presumably for checking the colour of the car in the box.

Figure 12a Nicky 054 – Box Art

Figure 12b Nicky 054 – Viewing ‘cutouts’

The inscriptions on the sides of the boxes and end flaps can be seen in Figures 13a and 13b where they are compared with the Indian produced Dinky Toys 134 Triumph Vitesse (Nicky on the left, Dinky on the right).

Figure 13a Nicky 054 (left) and Dinky (Indian) Vitesse 134 (right) – box art compared

Figure 13b Nicky 054 (left) and Dinky (Indian) Vitesse 134 (right) – end flaps compared

I did have an attempt to make my own Standard Herald Mark II based on ‘play-worn’ Dinky 134 Triumph Vitesses (Figure 14) – on the left I have just repainted the car ‘Indian’ style but used silver on the inner front light and a blob of orange on the outer light – not very convincing! For the example on the right I ground down the lights and used stick-on headlights, indicator and parking lights – a bit more convincing!

Figure 14 – Attempts to model the Standard Herald Mark II

In a third article I will review the four- door Standard Heralds and the Standard Gazel.


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Corgi M Series

By Kees

Text and photographs copyright of the Author(s) unless otherwise stated.

When Corgi started in 1956 the first models were the 200-209 series. All of these were UK orientated models. The boxes were in blue only. The models were painted in a single colour, and came in two versions: an ordinary version and most of the models in the series also came in an ‘M’ version, meaning motorised. It is not a pull-back engine like those in the toys we see today, but a flywheel based system. This means the model is placed on the floor and gently moved forward. You will then notice the flywheel starts spinning inside. You lift the model off the floor, repeat the procedure a few times, until you think it will have enough speed, and then quickly place the model on the floor again. From then it starts going forward on its own. The models were all made with the same flywheel mechanism, but the model would go a variable distance depending on its condition, its tyres, the floor type (not on carpet of course) and the skills of the ‘driver’.

At first ordinary and flywheel versions were released simultaneously. The ordinary ones were done in various colours, the M versions were mainly produced in green, but later they were painted in other colours too. The upper shell and glazing of both versions are the same, the base and axles are unique to each version. Ordinary releases had a tinplate sheet metal base, M models a thick metal base, inspection shows these to be diecast in the same material as the upper shells. This thicker base incorporated the ‘engine’ mechanism. Apart from the thickness, you can recognise the M base by the presence of a large bulb shaped protrusion between the rear wheels, which covers the small cog wheel fitted to the rear axle, which engages with another cog wheel which ‘drives’ the big flywheel. To help it work reliably, and last longer, the system needed a little oil now and then. This was dropped in through a small hole near the raised section over the axle. It even says ‘oil’!

The M versions were heavier, and more expensive, than the standard issues and so sold in considerably smaller quantities. Corgi eventually decided to stop production of M versions due to the higher costs and the fact that there were complaints that the mechanisms broke down after a period of use.

The models done in ordinary and M are:

200 Ford Consul
201 Austin Cambridge
202 Morris Cowley
203 Vauxhall Velox
204 Rover 90
205 Riley Pathfinder
206 Hillman Husky
207 Standard Vanguard
208 Jaguar 2.4
211 Studebaker Golden Hawk
214 Ford Thunderbird
216 Austin A40 Saloon
405 Bedford Utilecon Fire tender

In about 1958, most of the models mentioned, were released in two-tone painted finishes and a new two-colour yellow and blue box was developed, a box type which was used until about 1970.    

As usual I have restored many of the finished models shown, and many have replica boxes. The photographs below show some of the stages of the restoration of some of these models.


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Big Hand Crafted Models – Standard 10 Pickup

By Robert P. Gunn

Text and photographs copyright of the Author(s) unless otherwise stated.

1:10 Scale 1958 Standard 10 Pickup Truck

My retirement hobby is making large 1:10 scale scratch-built models of 4x4s and pickups. These take a long time to complete, and I aim to complete each in about eighteen months.

After completing my last model, a 107 inch Land Rover Series One pickup, which featured in MAR Online in 2018 and can be seen here, I cast around thinking what to make next. The 107 inch Land Rover came out better than I’d dared hope it would, if I’m allowed to say this {Editor: You are!]. Eventually my choice was a Standard Ten pickup truck of the 1955 to 1962 period. This was chosen because its curvy, car based bodywork would be a challenge to build after the flat panels of my previous models.

Little did I realise just how big a challenge all the curved panels would become!! My first effort to make the side panels used pine softwood and was a total failure. Next I tried MDF fibreboard in several layers – this also didn’t succeed, though it worked for the ‘bulges’ of the front and rear wings.

Not wanting to give up this project, my final try used 2mm thick black polystyrene plastic cut to shape and heated with a hair dryer and then curved to shape with some difficulty. At least it stayed curved and didn’t return to its original shape. At one point it seemed the drier had burnt out through over-use, but a thermal cut-out had simply triggered, and half an hour later it was working again!

To get the final wing shapes I stuck MDF fibreboard on to the plastic and shaped it, but the wings were still not quite ‘right’. Adding a layer of 1 mm thick plastic to all four wings made all the difference. This added less than a scale half-inch to each side, yet it made the wings project by sufficient amounts from the main body to be more convincing.

Much of the work was quite straightforward to complete, such as the engine and interior detailing, and the rear suspension and drive shafts. The front suspension was a little more complex as I wanted both poseable steering front wheels and working coil spring suspension. This was achieved using pieces of Meccano, small coiled springs and many other parts – over 70 in the the front ‘axle train’ alone.

The major problem with this model was the length of the rear overhang. For some reason, during the construction of the model I never noticed the overhang was much too long right up until I was ready to do the final painting.

Leaving the incorrect overhang was not an option so I had to grit my teeth and take a large saw to the model cutting 15 millimetres out across the whole width at the back, just in front of the tailgate! This entailed removing and relocating the fuel tank and then grafting the rear end back on. Eventually it all came out all right, to my relief.

Painting was done with water-based furniture paint from Homebase, tinted by me to the exact shade desired. This paint dries in minutes, can be polished to a moderate shine, and makes brush cleaning a simple job in the kitchen sink using soap and water.

The model took over 325 hours to make over some eight months, and has 970 pieces, not including the gardening themed diorama in which it is displayed.

Front suspension and steering. Red wishbone arms are small interdental toothbrush handles


In primer, wheels can be posed.


Rear suspension and twin hydraulic dampers.


Front Panel, carved from several pieces of hardwood glued together.


Bodywork at an early stage


Details of the rear bed construction. (The brass screws were removed later for re-use)


My brother Chris with his 1957 Standard Eight taken in 1971 in Cornwall when we drove it there on holiday.


Battery – the real thing sits in a hollow built into the front wing – I simply chamferred off the lower edge instead – this can’t be seen on the finished model.


Steering Wheel. Not my best effort of this type.


Handbrake


Top Panel of the dashboard. Speedometer made by colour copying a factory brochure


The radio and heater box


Door panels, with real leather trim. Real Leather not offered on the actual pickup model needless to say.


Seats, shaped hardwood with leather coverings


Interior shots, test-fitting parts


Rear overhang was much too long – AARGH!!


Exterior shots from several angles. Headight rims are silver rings.


This shows the correct, shortened rear overhang.


Detail of the spare wheel behind the cab


Underside shots


Tailgate and retaining chains


Detailed engine under bonnet. Note the screen washer reservoir, brake master cylinder,heater fan unit, coil, the battery and so on.


‘Standard’ badge, which I made from real silver, polished, engraved and enamelled. About 10mm high.


View into the cab from the passenger side.


Front three-quarter views


Factory brochure for the van and pickup models from about 1956. Very nice artwork!


Factory brochure on the van and pickup dated September 1958.


And finally, the completed model posed with a set of gardening tools in a diorama which is how it is displayed. A definite challenge to make but a nice big model of a seldom seen vehicle.


A Car Transporter Conversion

By Maz Woolley

Text and photographs copyright of the Author(s) unless otherwise stated.


Car transporter at Standard Triumph’s Canley Factory in Coventry in the early 1960s
Copyright owner unknown.

My conversion was inspired by finding the black and white photograph of a Progressive Deliveries transporter collecting Standard Triumph cars from the factory in Canley in Coventry shown above.

Car transporters are a good way to show off a group of models, especially if you collect 1:76 scale models. Collectors will be familiar with the EFE transporter, shown below, which was produced over many years in several liveries with either an Atkinson or Bedford TK tractor unit. Although slightly simplified the trailer does capture the look of period transporter trailers from Carrymore and others. A model like the one below provided the chassis of the tractor unit and the trailer.

Photograph by Hattons copyright acknowledged

My first challenge was finding a suitable Leyland cab unit to fit on the tractor unit chassis. Here I had the choice of two different 1:76 scale Leyland Comet cabs from small suppliers here in the UK. One from Langley in white metal and one from Road Transport Images (RTI) in resin. After careful comparison of the cabs and the black and white photograph I decide to use the RTI cab unit. This was a nice clean unit which came with a simple interior and vacform. I was lucky that I bought this cab several months before Frank Waller passed away. Since his death RTI products have not been available as his family has not yet been able to find someone to take the company on as a going concern.

The RTI cab is a 1:76 scale Leyland Comet short door LAD (Leyland/Albion/Dodge) cab from 1958 when it was introduced as the third geneneration of the Comet. This cab was made by Coventry Motor Panels for the truck makers and was styled slightly differently for each manufacturer.

Starting from a black and white photograph did not make things easy. My initial guess was that the unit could have been painted in yellow and black but a fellow member of CDMC (Coventry Diecast and Model Club) was kind enough to ask fellow modellers in the Coventry area and not only was the colour of the original livery identified but suggestions for suitable spray paints to match were supplied too!

The steps in the conversion process are described below. Unfortunately I didn’t think to photograph the work in progress.

  • EFE tractor and trailer stripped and completely disassembled
  • Front bumper cut off tractor chassis
  • Paint stripped from trailer and chassis
  • All spray painted in Acrylic grey primer
  • Repainted Cab in Ford Olympic Blue (Light blue)
  • Masked upper part of cab
  • Sprayed lower part of tractor cab with Ford Royal Blue Acrylic spray paint and removed masking.
  • Spray upper part of trailer in Olympic blue
  • Spray lower part in Royal Blue
  • Spray tractor chassis in Royal Blue
  • Cut dash and sterring wheel from Atkinson tractor unit interior to re-use
  • Glue Atkinson wheel/dash to the RTI cab interior
  • Spray RTI seats and cab interior in primer and then in satin black
  • Decals designed and printed on injet decal paper – clear for items on cab and upper part of trailer and printed on white backed decal for lower trailer as clear deacls with light blue lettering did not work.
  • paint lights and fill with acrylic to make main headlight lenses
  • Apply decals on cab and trailer and overspray with clear acrylic paint
  • Glue windows in Cab
  • Glue interior in cab
  • Cut plasticard packing to attach cab to chassis at correct height and spray black
  • Glue plasticard insert into cab chassis
  • Glue Cab onto plasticard insert in chassis
  • Re-assemble rest of components

The conversion went well though I did manage to break one of the small lugs that holds the folding rear ramp in place trying to get it back into place. It was finished in time for a chop night at CDMC and I was lucky enough to win one of the awards on the night for my efforts.

The car shown on the transporter is also a conversion. It started life as a John Day Vehicle Scenics Standard Vanguard Phase III. This has been altered to represent a Standard Ensign which used the Vanguard body but had a smaller four cylinder engine and much simpler grille as well as a more basic interior. They sold quite well to companies and to the Armed Forces where the Fleet Manager was happy with lower costs than the Vanguard but the same durability.

The conversion consisted of:

  • remove the Vanguard’s protruding grille unit
  • open out the grille area to create a flat recess and file off wing side light area
  • remove all overriders from bumpers
  • file off Triumph badge from bonnet
  • make a decal printed on ink jet paper of the ensign grille and badging from an image found on the web.
  • Clean and paint model
  • Highlight lights and sidelights in silver/silver/red, and white
  • Fit vacform glazing
  • Assemble model
  • Finish wheels off
  • Apply decals

So here we have a couple of models which display well together with a conversion I did of the John Day Vehicle Scenics Standard 9cwt van into a Standard Triumph Livery shown many years ago in the printed MAR magazine. This was also created from a black and white photograph and it is possible that the van should actually be in dark green rather than black.

Both the base John Day models shown in this article are still available from Daryle Toney who owns the John Day Vehicle Scenics range, his website can be found at http://johndaymodels.webplus.net/ . The EFE transporter model is not shown on the Bachmann website so is now presumably obsolete, but it is frequently available on eBay. For the moment the Langley X27 Leyland cab would have to be used to do a similar conversion as the RTI one is not currently available.

More googling has uncovered the Rootes Group transporters run for them by British Road Services and pulled by Commer tractor units. This will be my next challenge!


Parker Models Standard Vanguard Phase II Saloon

By Maz Woolley

When listing my collection I realised that I had a missing Parker Model. Although released some time ago this model is  is still available from Parker Models so I obtained one to complete my collection.

The Standard Vanguard was launched in 1947 with a classic 1940s American Style “beetle back” which looked modern when seen alongside many of the warmed over pre-war cars being sold by most other carmakers. Although sales were initially good Standard’s one model policy meant that they needed the cars to sell strongly and sales started to fall off as others launched their new post war models. In 1951 Ford launched the new Ford Consul and Zephyr which aped US Fordor styles and Vauxhall launched the Velox E series with its Chevrolet influence. Both ranges were three box saloons based on contemporary American styling.

Standard’s response was the Vanguard Phase II model which had been re-styled in a three box “notchback” shape. The boot size increased by 50% and the larger rear window improved visibility. At the front a new wide grille was added. Under the skin the car had changed little with some modifications to the suspension and tyres and a slight increase in engine compression. A contemporary test by The Motor magazine, without the optional overdrive, recorded a top speed of 80mph. In 1954 Standard became the first British car maker to offer a diesel engine as a factory fitted option. The chassis was stiffened to take the weight of the heavier engine and performance suffered with only a 66mph top speed.

Parker Models are 1:76 white metal kits primarily designed for the railway modeller. The model consisted of: A body shell with all features moulded in; a chassis with wheels, bulkhead and seats cast in; a steering wheel, and a vacform. The casting was clean and the painting and assembly of the model is straightforward. As usual with Parker Models the model captures the original car very well.


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