This Series II TD21 switched its door frames to aluminium mid-production — a fix for persistent problems with the wooden door pillar Park Ward had been using.
Median 49 hp across 22 similar cars
Lead trim: TD 21 Series II 2993 cc six (115 bhp)
Alvis Three Litre TD 21 Series IITD 21 II · 1962–1963
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Nobody in Burbles has spotted a Alvis Three Litre TD 21 Series II yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactThis Series II TD21 switched its door frames to aluminium mid-production — a fix for persistent problems with the wooden door pillar Park Ward had been using.
In April 1962 the TD21 was upgraded with four-wheel Dunlop disc brakes in place of the disc/drum combination and named Series II (285 built, 1962–1963); the door frames were now aluminium, panelled in aluminium to alleviate persistent problems with the Park Ward body's wooden door pillar, the previously stand-alone fog lamps were built into the front of the car, recessed in new circular air intakes (one for the heater, one for the carburettors), and the rear number plate and lamps were re-arranged; in October 1962 there was a switch to a five-speed all-synchromesh ZF manual gearbox, the Borg-Warner automatic remaining an option. Graber of Switzerland continued to mount its own bodies on the Alvis chassis. It used the 2993 cc six (115 bhp) on a 111.5 in wheelbase.
Collectors Spotted in the Alvis Three Litre Lineage
No member has published a public street spot of the Alvis Three Litre yet — the First · Worldwide stamp is wide open.
Trims & Figures
One published trim in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| TD 21 Series II 2993 cc six (115 bhp) | 1962–1963 | 3.0 L Inline-6 | 115 hp | — | — | RWD | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
This was the last car Alvis ever built. After nearly 50 years making cars in Coventry, the company closed out production with the TF21.
Spot the stacked lights: this Alvis wore its twin headlights mounted one above the other, a Graber-styled, Mulliner Park Ward-built body unlike anything else Alvis made.
This Series II TD21 switched its door frames to aluminium mid-production — a fix for persistent problems with the wooden door pillar Park Ward had been using.
Alvis didn't build the TD21's body itself, it handed the job to coachbuilder Park Ward, who could supply bodies at the quantity, quality and price Alvis needed.
When The Times road-tested the Alvis TC 21/100 'Grey Lady' in 1955, the reviewer singled it out as one of the few British cars that didn't ape American styling.
The Grey Lady's name came with a promise -- Alvis guaranteed 100 mph from this 1953 model, squeezed out by raising the compression ratio and improving the exhaust.
The TA 21's new three-litre six hid an odd trick: its timing gears sat at the REAR of the block, not the front, paired with a 7-bearing crank for smoothness.
Rivals
Same body, same money, other badges — tap any card to flip.
Simca beat Fiat to market by three months with what was essentially Fiat's own Topolino design.
The Simca 1000 began at Fiat: Simca boss Henri Pigozzi picked one of six boxy clay models from Fiat's "Project 122".
The last Simca 1000 ever built, the 1978 Rallye 3, was also the rarest — just 1,000 were made in the model's final year, a quiet send-off for a car that had sold nearly two million.
To drum up buzz at launch, Simca briefly swapped 50 of its Paris taxi fleet's Ariane sedans for tiny new 1000s, making the little car a familiar sight on the capital's streets.
The PL 17's name is a sum: 5 fiscal horsepower, 6 seats, 6 litres per 100 km, kept a digit below the Citroën DS 19's.
The humble Tagora spawned a one-off concept, the Présidence, decked out with Connolly leather and electronics way ahead of 1981 — a built-in telephone, dictaphone, text-message receiver and a TV with VCR.
Talbot fed the Tagora's V6 old-fashioned triple carburettors instead of fuel injection — and the extra power briefly made it the most powerful French car on sale. Only 1,083 were ever built.
Switching the 96 from a two-stroke to a Ford V4 was such a closely guarded secret that Saab invented a fake company, Maskinverktyg AB, just to buy the new engine's parts without its own purchasing department finding out.