The Crossley 14 (called the 12/14 in the home market in 1922 and the 15/30 on the non-European export market) was manufactured between 1922 and 1927. Approximately 5500 were made. Known chassis numbers range from 25086 to 70506.

	4/5 seat tourer. The upper illustration shows a two wheel brake model with no driver's door. There would be two doors on the other side. The lights are CAV. The rear windscreen, here with the centre section folded down, was supplied with the de Luxe model. The standard model was dropped in 1925. The lower picture is a four wheel brake type with Rotax lights. £475 (1922) £400 Standard version (1923)  £420 De Luxe version (1923)  £395 (1925) £399 (1926)
	2 seat tourer. Although the car resembles the drophead coupé, the 2 seat tourer had a more basic specification with fabric side screens and was really a 2 seat version of the four door tourer and was priced the same. £475 (1922) £400 Standard version (1923)  £420 De Luxe version (1923)  £395 (1925) £399 (1926)
	2 seat coupé £450 (1924) £540 (1925) Specification included - folding dickey seat.
	4 door saloon £495 (1923)  £560 (1924)  £495 (1925) £560 (V-screen) (1925) £595 (1926) Specification included - lady's and gentleman's companions pair of flower vases skin rug silk blind to rear window ash tray with pipe rack
	Fabric Saloon (Coach) £465 (1925)
	Landaulette £520 (1923), £580 (1924), £580 (1925) Specification included - Two folding auxiliary seats in the rear Leather driver's seat Interior upholstered in leather or Bedford cord. "Falling head" covered with enamelled leather (This photograph is from the sales brochure for the 14hp range but for some reason does not show any lights fitted to the car)
	Saloon-Limousine (externally the same as the saloon) £520 (1923), £590 (1925) Specification as for saloon but with a sliding glass division

The above are all Crossley factory bodies. Standard colours were maroon, grey or blue. Upholstery was in leather for the tourer and in leather or Bedford Cord for the closed cars.

Many cars were supplied in chassis form to independent coach builders especially on the export market.

The prices quoted are for the home market and come from contemporary advertisements and price lists. The variation in prices can be caused by differing specifications. Up to 1925 four wheel brakes were an extra £15.

Engine/gearbox/transmission

Body/chassis

capacity 2388cc cylinders 4 (monobloc) bore 80mm stroke 120mm compression ratio 4.67:1 RAC Horse Power 15.6 carburettor Solex 26MV valves side lubrication -early dip lubrication - late full pressure ignition magneto (ML CG4 type or BTH) max power 31bhp at 2400 rpm fuel consumption (typical) 28 mpg max speed (approx) 55 mph acceleration 0-50mph in 43 seconds (tourer) Gears 3 forward + reverse gears. At least 3 different ratios were supplied at various times 1:1, 2.197:1, 3.925:1 and 5.235:1 (reverse) 1:1, 1.75:1, 3.125:1 and 5.235:1 (reverse) 1:1, 1.818:1, 3.250:1 and 4.333:1 (reverse) The gearbox was mounted in unit with the engine. Clutch Single dry plate Drive shaft open shaft with fabric couplings Rear axle spiral bevel ratios 4.0:1, 4.3:1 and 5.0:1 available Electrical System 12 Volt. Either Rotax or CAV.

wheelbase 9 feet 4 ½ inches length 12 feet 11 inches track - early 4 feet 6 inches track - late 4 feet 8 inches width overall  5 feet 4 inches weight 21cwt (5 seat tourer body) steering Worm and wheel suspension - front semi elliptic springs suspension -rear semi elliptic springs Gabriel Snubbers optional (standard from 1925) brakes   front (optional but standard from 1925) Perrot system rear -rod operated handbrake - transmission wheels/tyres 765mm x 105mm or 21" x 4.75" 815mm x 105mm (export models)

The change in specification to the wider track came in 1925 at about chassis number 29100. The car with chassis number 29103 has wide track axles. There was no change to the chassis for the increased track, the extra 2 inches being added to the axles.

The change to full pressure lubrication was in 1924 but is harder to pin point to an engine number and may have been done on export engines first. The late 1924 sales brochure (UK) refers to pressure fed bearings but an export leaflet dated 1/24 still refers to dip lubrication. By 11/24 the reference had changed to full pressure. Engine number 25473 which went to Australia is of the dip type. There were other, later, changes to the engine including the move of the oil filler from side to front and screw, as opposed to shim, tappet adjusters.

© Malcolm Asquith 2007