The Flying Ten started out with a solid front axle like most cars of its day, then switched to independent front suspension in 1939, a modern upgrade packed into a short production run.
Lead trim: Flying Ten 1267 cc side-valve four (33 bhp)
Standard Ten1937–1939
- 0spots by members
- Unclaimednobody has spotted one yet
- 0sets it belongs to
Nobody in Burbles has spotted a Standard Ten 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.
FactThe Flying Ten started out with a solid front axle like most cars of its day, then switched to independent front suspension in 1939, a modern upgrade packed into a short production run.
The Flying Ten was a replacement for the earlier Ten with the semi-streamlined look of the Standard Flying range: a saloon and a coupé utility with a side-valve 1267 cc long-stroke (100 mm) four with a single Zenith carburettor producing 33 bhp at 4000 rpm, driving the rear wheels through a 3-speed synchromesh gearbox. The suspension was conventional at first with a solid front axle, upgraded to independent front suspension with a transverse leaf spring in 1939, and brakes were cable-operated Bendix; a top speed of around 65 mph was attainable. In early 1941 150 four-doors were built for the military after civilian production had ceased, and a sportier Light Flying Ten was also made. Wheelbase 90 in (2,286 mm), length 152 in (3,861 mm), width 56.5 in (1,435 mm).
Collectors Spotted in the Standard Ten Lineage
No member has published a public street spot of the Standard Ten 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 |
|---|---|---|---|---|---|---|---|---|
| Flying Ten 1267 cc side-valve four (33 bhp) | 1937–1939 | 1.3 L Inline-4 | 33 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
The finned Pennant got a stripped-down twin in India, where it was sold simply as the 'Standard 10' — missing even the boot-lid trim that gave the British car its name.
A humble factory Standard Ten won the 1955 RAC Rally outright — helped by a handicap system that favored small cars, but a giant-killing result all the same.
The Flying Ten started out with a solid front axle like most cars of its day, then switched to independent front suspension in 1939, a modern upgrade packed into a short production run.
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.