38:
503:
the distributor and oil pump through a spur gear, was itself chain-driven off the nose of the crankshaft, with the drive covered by a pressed-steel cover. The cylinder head had four inlet and four outlet ports, in contrast to some of its competitors who had some ports siamesed. The crankshaft was carried in three main bearings. Crankshaft and connecting rods were steel, while the pistons were light alloy. The ancillaries were mounted on the left side of the engine, while the water pump and thermostat were in a separate casting attached to the front of the engine.
361:
502:
Design of the engine was headed by David Eley, a long-time
Standard employee. The engine had a cast-iron block and cylinder head, and a pressed-steel sump. Spark-plugs and camshaft were on the left side of the engine, while the inlet and exhaust manifolds were on the right. The camshaft, which drove
407:
in 1961, which made available new resources to develop the Herald. The car was re-launched in April 1961 with an 1,147 cc (70.0 cu in) engine as the Herald 1200. To gain the extra displacement the cylinders were placed out of centre which cleared the studs so that a bigger bore could
346:
engine and the original
Standard SC shared the same bore and stroke and displacement, leading some to wonder if Standard engineers had copied the Austin design for their own. Other significant differences between the engines, including the number and placement of intake and exhaust ports and the
436:
In 1965 the engine was enlarged from 1147 cc to 1,296 cc (79.1 cu in), with the increase coming from a change in bore from 69.3 mm (2.73 in) to 73.7 mm (2.90 in) while stroke remained at 76 mm (3.0 in). This version was fitted to the new
Triumph
387:
was introduced as a more well-appointed version of the
Standard Eight, while sharing the earlier car's frame and transmission. The engine for the Ten was enlarged to 948 cc (57.9 cu in) and developed 33 bhp (24.6 kW). By the time the Standard Pennant, a revised Ten with
441:
saloons. When it debuted in the
Triumph 1300 with a single Stromberg CD150 carburettor it developed 61 hp (45.5 kW) due to the adoption of the German DIN rating system; the actual output was the same for the early Mark IV. The less powerful North American version still used a single
325:
nevertheless wanted to add a new model below the existing
Vanguard in the company's lineup, and so work had started in 1950/1951 on a new car and engine to power it, both of which were named "SC" for "small car". The car would face competition in the marketplace from the recently introduced
483:, the US market engine only delivered 53 bhp (39.5 kW). The notable exception to this was the 1976 model year, when the compression ratio was raised to 9.1:1. This improvement was short-lived, however, as the ratio was again reduced to 7.5:1 for the remaining years of production.
486:
The UK received the most powerful variant of all. Aided by a 9:1 compression ratio, less restrictive emissions control equipment, and two Type HS4 SU carburettors in place of the smaller Type HS2s, the
Spitfire 1500 engine produced 71 hp (52.9 kW) at 5,500 rpm, and 82 lb⋅ft
427:
A special light-alloy 8-port racing cylinder head used on the later Le Mans and Macau
Spitfires' 1147 cc engines was labelled "70X". A version of this head for the later 1296 cc engine was labelled "79X", the numbers representing the displacement of the engines in cubic inches.
470:, power output was 61 bhp (45.5 kW). Later used in the Triumph Spitfire 1500, this final incarnation of the engine was rather rough and more prone to failure than the earlier models, although torque was greatly increased. While most export-market Spitfire 1500s had a
1193:. Although the earliest proposals for this project were for a new overhead camshaft cylinder-head on the original block, limitations in the Triumph block caused this option to be rejected, and the new OHC six shared no parts with the old Triumph engine.
338:. Consideration was given to using the existing Vanguard engine, but this linered engine was considered too expensive for the intended market. The engine designed for the new small car would use the tooling installed to produce the engine for the
412:
carburettor. Claimed maximum power of the Herald 1200 was 39 bhp (29.1 kW). An upmarket version, the Herald 12/50, was offered from 1963 to 1967 and featured a tuned engine with a claimed output of 51 bhp (38.0 kW).
1181:
In 1967 the engine replaced the
Standard inline-four in the new Triumph TR5 and TR250 models. For this application the stroke was increased to 95 mm (3.7 in), raising displacement to 2,498 cc (152.4 cu in).
1163:, a sports saloon based on the Herald, in 1962. In this application the engine had a 66.75 mm (2.6 in) bore, reducing displacement to 1,596 cc (97.4 cu in). The Vitesse got the 2 L engine in 1966.
458:
Another change to the SC inline 4 came in 1970 when its stroke was increased from 76 mm (3.0 in) to 87.5 mm (3.44 in), increasing displacement to 1,493 cc (91.1 cu in). Debuting in the
474:
reduced to 8.0:1, the
American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel. After adding a
375:
in 1953. With a displacement of 803 cc (49.0 cu in) the engine produced 26 bhp (19.4 kW) at 4500 rpm. By 1957 power had increased to 30 bhp (22.4 kW) at 5000 rpm.
446:
Stromberg carburettor and an 8.5:1 compression ratio. Displacement remained at 1296 cc, but in 1973 larger big-end bearings were fitted to rationalize production with the
388:
tail-fins and optional two-tone paint schemes, was launched in October 1957, output of the 948 cc engine had increased to 37 bhp (27.6 kW).
408:
be used. Twin carburettors were no longer standard fitment to any of the range, although they remained an option. The standard was a single down-draught
1156:. It had a 74.6 mm (2.9 in) bore and a 76 mm (3.0 in) stroke, giving a capacity of 1,998 cc (121.9 cu in).
424:, in UK tune the in-line four produced 63 bhp (47.0 kW) at 5,750 rpm, and 67 lb⋅ft (90.8 N⋅m) of torque at 3,500 rpm.
450:
2.5 L engines, which somewhat dampened its previously high-revving nature. Some detuning was also done to meet new emissions laws.
297:. Over its production life displacement grew from an initial size of just over 800 cc to nearly 1500 cc. Introduced in the
243:
1485:
17:
763:
443:
1170:
replaced the Vanguard Six in 1963 when Leyland discontinued the Standard marque. The 2 L six was later used in the
1495:
1380:
1352:
1281:
1253:
668:
1490:
1456:
1480:
1201:
Although never directly replaced by another engine in the Triumph Spitfire, the SC was superseded by the
1202:
480:
322:
1153:
343:
58:
491:
1396:
302:
193:
37:
1186:
126:
8:
1145:
476:
138:
50:
342:, and so would have to have the same bore centres as that earlier design. Austin's new
290:
131:
1376:
1348:
1277:
1249:
471:
460:
372:
339:
318:
298:
1429:
1171:
1077:
657:
417:
409:
395:
was also the 948 cc SC. Power was claimed to be 34.5 bhp (25.7 kW).
294:
1226:
1206:
1160:
255:
68:
301:
in 1953, it would eventually be used in a wide range of vehicles from Standard,
888:
683:
607:
532:
467:
421:
416:
The 1147 cc version of the engine was also used in the first model of the
404:
392:
364:
287:
238:
63:
1474:
1318:
177:
360:
1167:
868:
749:
552:
463:
438:
384:
347:
ability of the SC to be expanded to nearly 1.5 L, make this unlikely.
335:
317:
In 1948 a "single model" policy was instituted at Standard, centred on the
166:
1175:
711:
447:
327:
1149:
1139:
331:
188:
1190:
1037:
284:
226:
231:
219:
306:
205:
494:(1974–80) coupled to a modified Morris Marina gearbox.
1436:. Standard and Triumph Car Club of NSW Inc. p. 13
1205:
as the premier power unit in the higher specification
1345:
Classic and Sports Car Magazine A-Z of Cars 1945-1970
1343:
Sedgwick, Michael; Gillies, Mark (28 October 2010).
1430:"History of the Standard/Triumph 6 Cylinder Engine"
1373:
Triumph Spitfire: Spitfire 1,2,3,Iv,1500; Gt6 1,2,3
1472:
1342:
1421:
1366:
1364:
1313:
1311:
367:, the first car to use the Standard SC engine
1336:
1319:"Rover six cylinder, The Triumph connection"
1361:
1308:
1267:
1265:
1237:
1219:
36:
487:(111.2 N⋅m) of torque at 3,000 rpm.
1347:. Herridge & Sons Ltd. p. 203.
359:
25:Reciprocating internal combustion engine
1448:
1427:
1274:Triumph Dolomite: An Enthusiast's Guide
1262:
1248:. Veloce Publishing. pp. 147–150.
1473:
1457:"Engines : Rover SD1 Six (PE166)"
1407:
1370:
1246:The Book of the Standard Motor Company
1243:
1454:
490:The 1500 engine was also used in the
371:The new engine first appeared in the
18:Standard wet liner inline-four engine
1295:
1293:
1271:
1148:was developed from the SC four. The
1029:Single Zenith-Stromberg carburettor
937:Single Zenith Stromberg carburettor
158:1,493 cc (91.1 cu in)
155:1,296 cc (79.1 cu in)
152:1,147 cc (70.0 cu in)
1371:Robson, Graham (1 September 1982).
803:Single Stromberg CD150 carburettor
403:Standard-Triumph was taken over by
293:designed and initially produced by
13:
1389:
1375:. Osprey Publishing. p. 187.
149:948 cc (57.9 cu in)
146:803 cc (49.0 cu in)
14:
1507:
1455:Adams, Keith (28 December 2016).
1290:
1187:Leyland PE 146 and PE 166 engines
1185:This engine was succeeded by the
1069:Single Zenith-Stromberg 150 CD4T
963:Triumph Toledo special export TC
1272:Vale, Matthew (5 October 2015).
1189:designed by Triumph for the new
1159:The engine was next used in the
481:exhaust gas recirculating system
391:The first engine offered in the
350:
1428:Parsons, Mark (December 2016).
1244:Robson, Graham (15 July 2011).
420:. Mildly tuned and fed by twin
1304:. 7 (nbr 83): 1187. July 1961.
1196:
1152:first appeared in 1960 in the
945:Triumph Toledo special export
927:Triumph Spitfire Mark IV (US)
908:Triumph Spitfire Mark IV (UK)
1:
1486:Triumph Motor Company engines
1417:. British Leyland UK limited.
1212:
321:. Standard Triumph chairman
7:
1133:
1063:67 lb⋅ft at 2,500 RPM
1018:Triumph Spitfire 1500 (US)
999:Triumph Spitfire 1500 (UK)
835:75 lb⋅ft at 4,000 rpm
676:67 lb⋅ft at 3,500 rpm
507:Factory Quoted Power Chart
10:
1512:
1401:triumphmuseum.blogspot.com
1146:inline six cylinder engine
1137:
15:
1496:Gasoline engines by model
1276:. The Crowood Press Ltd.
1178:coupé from 1966 to 1974.
1060:50 bhp at 5,000 RPM
1010:Twin SU HS4 carburettors
832:75 bhp at 6,000 rpm
777:67 bhp at 6,000 rpm
774:Triumph Spitfire Mark II
673:63 bhp at 5,750 rpm
574:30 bhp at 5,000 rpm
537:26 bhp at 4,500 rpm
497:
312:
269:
264:
254:
249:
237:
225:
215:
204:
199:
187:
176:
165:
137:
125:
120:
97:
77:
49:
44:
35:
30:
1114:Triumph Dolomite 1500HL
919:Twin SU HS2 carburettor
16:Not to be confused with
1434:The Triumphant Standard
453:
431:
398:
273:Standard 8 hp Sidevalve
1096:Triumph Dolomite 1500
811:Bond Equipe GT4S 1300
378:
368:
355:
1491:Straight-four engines
1231:www.gracesguide.co.uk
1154:Standard Vanguard Six
1124:Twin SU carburettors
1106:Twin SU carburettors
1078:Triumph Dolomite 1300
991:Twin SU carburettors
860:Twin SU carburettors
841:Twin SU carburettors
792:Triumph Herald 13/60
693:Triumph Herald 12/50
518:Quoted torque at rpm
363:
1415:1500 workshop manual
1150:Standard Triumph Six
1057:MG Midget 1500 (US)
656:Single down-draught
645:Triumph Herald 1200
515:Quoted power at rpm
291:straight-four engine
1233:. 1 September 2018.
1227:"Standard Motor Co"
1038:MG Midget 1500 (UK)
508:
477:catalytic converter
1481:Automobile engines
1461:www.aronline.co.uk
1403:. 16 January 2009.
1302:Practical Motorist
1203:Triumph slant-four
1002:71 bhp (DIN)
911:63 bhp (DIN)
829:Spitfire Mark III
766:CD150 carburettor
669:Triumph Spitfire 4
506:
369:
31:Standard SC engine
1131:
1130:
731:Bond Equipe GT4S
627:Triumph Herald S
589:Standard Pennant
472:compression ratio
461:front-wheel drive
437:Herald 13/60 and
340:Triumph Mayflower
319:Standard Vanguard
277:
276:
1503:
1465:
1464:
1452:
1446:
1445:
1443:
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1419:
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1368:
1359:
1358:
1340:
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1333:
1331:
1329:
1315:
1306:
1305:
1300:"News Summary".
1297:
1288:
1287:
1269:
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1259:
1241:
1235:
1234:
1223:
509:
505:
418:Triumph Spitfire
295:Standard Triumph
116:
114:
108:
106:
59:Standard Triumph
40:
28:
27:
1511:
1510:
1506:
1505:
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1500:
1471:
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1323:www.roversd1.nl
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1224:
1220:
1215:
1199:
1161:Triumph Vitesse
1142:
1136:
981:Triumph 1500TC
849:Triumph 1300TC
684:SU carburettors
571:Standard Eight
524:Fueling System
500:
456:
434:
422:SU carburettors
401:
381:
358:
353:
315:
161:
112:
110:
104:
102:
93:
73:
69:British Leyland
26:
21:
12:
11:
5:
1509:
1499:
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1467:
1466:
1447:
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1406:
1388:
1382:978-0850454529
1381:
1360:
1354:978-1906133269
1353:
1335:
1307:
1289:
1283:978-1847978936
1282:
1261:
1255:978-1845843434
1254:
1236:
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1216:
1214:
1211:
1198:
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1138:Main article:
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889:Triumph Toledo
885:
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719:
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714:
712:Bond Equipe GT
708:
707:
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677:
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665:
664:
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654:
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641:
638:
636:
633:
631:
630:34.5 bhp
628:
624:
623:
620:
618:
615:
613:
612:34.5 bhp
610:
608:Triumph Herald
604:
603:
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598:
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568:
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533:Standard Eight
529:
528:
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522:
519:
516:
513:
499:
496:
492:MG Midget 1500
468:SU carburettor
466:with a single
455:
452:
433:
430:
405:Leyland Motors
400:
397:
393:Triumph Herald
380:
377:
373:Standard Eight
365:Standard Eight
357:
354:
352:
349:
314:
311:
299:Standard Eight
288:overhead valve
275:
274:
271:
267:
266:
262:
261:
258:
252:
251:
247:
246:
241:
239:Cooling system
235:
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229:
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217:
213:
212:
209:
202:
201:
197:
196:
191:
185:
184:
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174:
173:
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167:Cylinder block
163:
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135:
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99:
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72:
71:
66:
64:Leyland Motors
61:
55:
53:
47:
46:
42:
41:
33:
32:
24:
9:
6:
4:
3:
2:
1508:
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1177:
1173:
1169:
1164:
1162:
1157:
1155:
1151:
1147:
1141:
1126:
1123:
1121:1493 cc
1120:
1118:
1116:
1113:
1112:
1108:
1105:
1103:1493 cc
1102:
1100:
1098:
1095:
1094:
1090:
1088:
1086:1296 cc
1085:
1083:
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1079:
1076:
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1071:
1068:
1066:1493 cc
1065:
1062:
1059:
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1055:
1051:
1049:
1047:1493 cc
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1039:
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1026:1493 cc
1025:
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1020:
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1016:
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1009:
1007:1493 cc
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988:1493 cc
987:
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979:
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973:
971:1493 cc
970:
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957:
955:
953:1493 cc
952:
950:
947:
944:
943:
939:
936:
934:1296 cc
933:
931:
929:
926:
925:
921:
918:
916:1296 cc
915:
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910:
907:
906:
902:
900:
898:1296 cc
897:
895:
892:
890:
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880:
878:1493 cc
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867:
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857:1296 cc
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838:1296 cc
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834:
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821:
819:1296 cc
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816:
813:
810:
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800:1296 cc
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786:
784:
782:1147 cc
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759:1296 cc
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739:1147 cc
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351:Model history
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127:Configuration
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1438:. Retrieved
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1397:"Macau Head"
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1326:. Retrieved
1322:
1301:
1273:
1245:
1239:
1230:
1221:
1200:
1184:
1180:
1168:Triumph 2000
1165:
1158:
1143:
1042:64 bhp
1021:53 bhp
966:64 bhp
948:61 bhp
893:58 bhp
873:61 bhp
869:Triumph 1500
852:75 bhp
814:75 bhp
795:61 bhp
754:61 bhp
750:Triumph 1300
734:67 bhp
716:63 bhp
696:51 bhp
660:carburettor
648:39 bhp
635:948 cc
617:948 cc
597:948 cc
592:37 bhp
579:803 cc
561:948 cc
553:Standard Ten
542:803 cc
501:
489:
485:
464:Triumph 1500
457:
439:Triumph 1300
435:
426:
415:
402:
390:
385:Standard Ten
383:In 1954 the
382:
370:
336:Morris Minor
316:
283:engine is a
280:
278:
256:Power output
244:Water-cooled
139:Displacement
90:Triumph 1500
87:Triumph 1300
51:Manufacturer
22:
1328:3 September
1197:Replacement
328:Ford Anglia
281:Standard SC
270:Predecessor
260:27 - 75 bhp
211:Carburettor
84:Triumph OHV
78:Also called
1475:Categories
1213:References
1140:Triumph I6
332:Austin A30
323:John Black
265:Chronology
227:Oil system
200:Combustion
189:Valvetrain
98:Production
1440:1 January
1207:Dolomites
1191:Rover SD1
764:Stromberg
521:Capacity
285:cast-iron
216:Fuel type
1172:Spitfire
1134:Inline 6
344:A-series
232:Wet sump
180:material
169:material
45:Overview
1174:-based
762:Single
303:Triumph
111: (
103: (
1379:
1351:
1280:
1252:
512:Model
498:Design
444:Zenith
334:, and
313:Origin
305:, and
250:Output
220:Petrol
208:system
121:Layout
1127:1976
1109:1976
1091:1976
1072:1974
1052:1974
1032:1974
1013:1974
994:1973
976:1971
958:1971
940:1970
922:1970
903:1970
883:1970
863:1968
844:1967
824:1967
806:1967
787:1965
769:1965
744:1964
726:1963
706:1963
688:1962
682:Twin
663:1961
658:Solex
640:1961
622:1959
602:1957
584:1957
566:1954
547:1953
527:Year
410:Solex
109:-1980
1442:2019
1377:ISBN
1349:ISBN
1330:2018
1278:ISBN
1250:ISBN
1166:The
479:and
454:1500
432:1300
399:1150
279:The
206:Fuel
183:Iron
172:Iron
113:1980
105:1953
101:1953
1176:GT6
1144:An
448:TR6
379:950
356:800
194:OHV
1477::
1459:.
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1399:.
1363:^
1321:.
1310:^
1292:^
1264:^
1229:.
1209:.
330:,
309:.
307:MG
132:I4
1463:.
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115:)
107:)
20:.
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