1936 Squire Supercharged Lightweight

1936 Squire Supercharged Lightweight

'Few cars have generated more interest from a tiny production figure than the Squire. It was conceived by a young Englishman, Adrian Morgan Squire (1910-1940), who had worked out the basic design of the car, even issuing a 6-page catalogue, while still at school.' – The Beaulieu Encyclopedia of the Automobile.

Adrian Squire was only 14 when he outlined the specification for his lightweight 1½-litre two-seater tourer. And there it might have ended had Squire been just another daydreaming teenager. Made of sterner stuff, he set about forging a career that would enable him to bring his dream to fruition. In 1929 he was briefly apprenticed to Bentley Motors before moving on to work for MG, and only two years later felt confident enough to set up on his own, aged just 21.

Squire was fortunate to have a wealthy friend, Sherman Stonor, later 6th Baron Camoys, who was willing to provide the necessary financial backing. They were soon joined by two additional investors: Jock Manby Colegrave and Reginald Slay, setting up Squire Motors Ltd in 1931. Squire Motors sold, repaired, and tuned sports cars, and it was not until 1934 that a separate enterprise, the Squire Car Manufacturing Company Ltd, was incorporated to build what Adrian believed would be one of the finest British sports cars ever produced.

Like George Brough of Brough Superior motorcycle fame, Adrian Squire succeeded in creating a class-leading product constructed almost entirely from bought-in components. In Squire's case the foremost of these was the 1,496cc four-cylinder twin-overhead-camshaft engine, designed by Douglas Ross and built by British Anzani, which nevertheless was badged as a Squire. Fed by a David Brown supercharger, the Anzani motor produced its maximum of 110bhp at 5,500rpm, an increase of some 40 horsepower over the un-blown version. A Wilson four-speed pre-selector gearbox was used, its 1st gear engagement band serving as the clutch.

Chassis members were bought-in also, from John Thompson Pressings, Rubery Owen, and Mechans of Glasgow. The stiff cruciform-braced chassis was available in two wheelbase lengths (8' 6" and 10' 5"), the latter always of under-slung pattern, while the braking system consisted of Lockheed-actuated drums of Squire's own design. A massive 15½" in diameter, they could stop the lightweight Squire from 30mph in less than 10 metres, an astonishing achievement for the time.

Priced at £950 in chassis form, or £1,220 with Vanden Plas coachwork, the shorter Squire cost almost as much as the equivalent Alfa Romeo or Bugatti, while the long chassis variant was even more expensive at £975 (chassis) or £1,350 complete with drophead coupé body. Each car came with a guarantee that it had exceeded 100mph at Brooklands.

JB8776 was the sixth Squire created, and the only factory lightweight example ever built. The Squire’s 1,496cc inline-four OHC engine was overhauled and rebuilt by the previous long-term owner and is comfortably capable of propelling the head-turning two-seater to the promised 100mph, even over a considerable distance.

From the 1936 RAC Rally and VSCC events to two successfully completed Mille Miglias, JB8776 has enjoyed the longest and most successful sporting career of any Squire. Her performance, drivability, and rarity make her an appealing entry for some of the most selective and prestigious automotive events across the globe.

Descriptions & Pictures by bonhams & fiskens & carandclassic