Standard Vanguard

{{Infobox automobile

| name = Standard Vanguard Phase I

| image = File:Standard Vanguard Phase 1 Saloon.jpg

| caption = Standard Vanguard Phase I Saloon

| production = 1947–1953
174,799 made

| body_style = {{ubl|

4-door saloon|

4-door estate car{{Sfn|Sedgwick|Gillies|1993|p=185}}|

2-door coupe utility (Australia)|

2-door convertible (Belgium)|

2-door van[https://web.archive.org/web/20170219064716/http://www.stcc.com.au/pg_technicalpdf.php?id=11 Alan McMillan, Vanguard Spotters Guide, 2009, www.stcc.com.au, as archived at web.archive.org on 19 February 2017]}}

| engine = 2088 cc Standard I4

| transmission = Three speed manual
Overdrive optional from 1950.

| length = {{convert|166|in|mm|0|abbr=on}}

| width = {{convert|69|in|mm|0|abbr=on}}

| wheelbase = {{convert|94|in|mm|0|abbr=on}}

| height = {{convert|64|in|mm|0|abbr=on}}

| designer = Walter Belgrove

}}

The car used a conventional chassis on which was mounted the slab sided body. Suspension was independent at the front with coil springs, and a live axle and leaf springs at the rear. Front and rear anti-roll bars were fitted. The brakes were hydraulic with 9-inch (228 mm) drums all round, and to make the most of the interior space a column gear change was used initially on the right of the steering wheel then later on the left.{{citation needed|date=July 2016}}

The same wet liner engine was used throughout the range until the advent of the Six model in 1960, and was an overhead-valve unit of {{convert|85|mm|in|abbr=on}} bore and {{convert|92|mm|in|abbr=on}} stroke with single Solex downdraught carburettor. The compression ratio was 6.7:1. Wet cylinder liners were fitted. The engine was essentially the same as that made by Standard for the Ferguson TE20 tractor, with some changes for automobile use.{{citation needed|date=August 2021}}

At first, the transmission included a three-speed gearbox with synchromesh on all forward ratios, controlled using a column-mounted lever. The option of Laycock-de-Normanville overdrive was announced at the end of 1949 and became available in June 1950, priced for UK buyers at slightly under £45 including purchase tax.{{cite journal |title=Standard Vanguard Saloon (with overdrive) |journal=Autocar |date=11 August 1950}} Laycock overdrives were cable operated on top gear until 1954 when an electric solenoid was added.{{citation needed|date=July 2016}}

An estate car joined the range in 1950 and, for Belgium only, some convertibles were made by the Impéria Automobiles coach-building company.

A car tested by The Motor magazine in 1949 had a top speed of {{convert|78.7|mph|km/h|abbr=on}} and could accelerate from 0–{{convert|60|mph|km/h|abbr=on}} in 21.5 seconds. A fuel consumption of {{convert|22.9|mpgimp|L/100 km mpgus}} was recorded. The test car cost £671 including taxes.{{cite journal |title = The Standard Vanguard Road Test| journal =The Motor| year = 1949}}

In line with the post-war British export drive, virtually the total output was exported for the first two years of production and only in 1950 did significant home market deliveries start. The Vanguard was intended to achieve export sales, with a particular focus on Australia. During the immediate post-war period, cars were in short supply, creating a "seller's market". Restricted availability of the Vanguard helped attract willing buyers.

Closer to home, in the slowly recovering West German market the Standard Vanguard recorded 405 sales in 1950, making it the country's third most popular imported automobile, in a list otherwise featuring much smaller cars from French and Italian manufacturers. In fact, the Vanguard sales in 1950 accounted for more than 70% of the British cars sold in West Germany that year, customers of other UK manufacturers having reportedly been caught out in the late 1940s by the lack of a dealer network and difficulties in obtaining replacement parts.{{Sfn|Augstein|1951|p=27}}

File:Standard Vanguard Saloon 1951 (7902270400).jpg|Standard Vanguard Phase I Saloon

File:1952 Standard Vanguard Phase l estate.jpg|Standard Vanguard Phase I Estate

File:1950 Vanguard Phase I Pick up (14109848297).jpg|Standard Vanguard Phase I Coupe Utility

File:Standard Vanguard Phase I van with weak pun on roof.JPG|Standard Vanguard Phase I Van

File:Imperia Standard Vanguard Convertible (16519977122).jpg| Standard Vanguard Phase I Convertible by Imperia of Belgium

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The body was updated in 1952 with a lowered bonnet line, a wider rear window and a new grille featuring a wide horizontal chrome bar in place of the narrow, more closely packed slats of the original grille.{{Sfn|Gloor|2007}} This became known as the Phase 1A.

File:Standard Vanguard Phase IA 1952 rear.jpg|Standard Vanguard Phase 1A Saloon

File:Standard Vanguard Estate - Flickr - mick - Lumix.jpg|Standard Vanguard Phase 1A Estate

File:Standard Vanguard Phase 1A Pick-Up pic2.JPG|Standard Vanguard Phase 1A Pickup

{{Infobox automobile

| name = Standard Vanguard Phase II

| image = Standard Vanguard Phase II registered April 1955 2088cc.jpg

| caption = Standard Vanguard Phase II Saloon

| production = 1953–1956
81,074 made

| engine = {{ubl | 2088 cc I4 | 2088 cc Standard diesel I4 }}

| transmission = Three speed manual
Overdrive optional.

| body_style = {{ubl|

4-door saloon|

3-door estate car{{Sfn|Sedgwick|Gillies|1993|p=185}}|

5-door estate car{{Sfn|Sedgwick|Gillies|1993|p=185}}|

2-door coupe utility (Australia)|

2-door panel van{{Citation|url= https://www.flickr.com/photos/dedlinz/4562288406/|title= Standard Commercial Vehicles sales brochure|type= brochure|access-date= 26 October 2011}}}}

| length = {{convert|168|in|mm|abbr=on}}

| width = {{convert|69|in|mm|abbr=on}}

| wheelbase = {{convert|94|in|mm|abbr=on}}

}}

The Swiss importer for the Vanguard was an energetic firm called AMAG, which later took on the Swiss Volkswagen franchise. AMAG themselves assembled the Swiss market Phase I Vanguards,{{Sfn|Gloor|2007}} and it was at the Geneva Motor Show in March 1953 that an extensive re-design was unveiled: the Phase II Vanguard was of a contemporary Ponton three-box "notch-back" design. Boot/trunk capacity increased by 50% in comparison to that of the Phase I, and visibility was improved with a further enlarged rear window.{{Sfn|Gloor|2007}} A new, extended, grille now encompassed the parking lights.

Mechanically there were few changes, but the clutch changed from cable to hydraulic operation and the engine compression ratio increased to 7.2:1. The previously fitted anti-roll bar was no longer used. Wider 6.00x16 tyres were fitted to improve road holding.{{citation needed|date=August 2021}}

A car that was tested by The Motor magazine, without the optional overdrive, had a top speed of {{convert|80|mph|km/h|abbr=on}} and could accelerate from 0–{{convert|60|mph|km/h|abbr=on}} in 19.9 seconds. A fuel consumption of {{convert|23.5|mpgimp|L/100 km mpgUS}} was recorded.{{cite journal | title = The Phase II Standard Vanguard Road Test | journal = The Motor | date = 11 March 1953}}

In February 1954 Standard became the first British car maker to offer a diesel engine as a factory fitted option.{{Sfn|Sedgwick|Gillies|1986}} The chassis was stiffened to take the weight of the heavier engine and performance suffered with {{convert|65|mi/h|km/h|abbr=on}} about the top speed. Like the petrol engines, the diesel was a Standard-built "20C" engine developed for the Ferguson tractor. The diesels fitted to the tractor were restricted to 2200 rpm and developed {{convert|25|hp}}, but road-going engines in Vanguards had no limiter and so produced {{convert|60|hp}} at 3800 rpm. However, they retained the tractor's "Ki-Gass", de-compressor and over-fuelling systems, all of which had to be manually operated when starting the engine from cold. 1,973 diesel Vanguards were made.{{citation needed|date=August 2021}}

In 1954 The Motor magazine tested the diesel version and recorded a top speed of {{convert|66.2|mph|km/h|abbr=on}} acceleration from 0–{{convert|50|mph|km/h|abbr=on}} in 31.6 seconds and a fuel consumption of {{convert|37.5|mpgimp|L/100 km mpgus}}. The test car, which had overdrive, cost £1,099 including taxes.{{cite journal |title = The Standard Diesel Vanguard | journal =The Motor| volume = 106| issue = 2752| date = 10 November 1954}}

For 1955, the Australian-built coupé utility was given a re-styled tail which resulted in extra room in the cargo area. It also featured a new full-width rear window and improved cabin features. As the coupe utility variant of the Phase III style was not yet available, an updated Phase II utility was offered in 1956 with a mesh grille, two-tone paint and new interior trim.

Standard Vanguard Coventry (3854387415).jpg|Standard Vanguard Phase II Saloon

File:Standard Vanguard 1954.jpg|Standard Vanguard Phase II Estate

File:1954 Standard Vanguard Phase II Pickup (8431056995).jpg|Standard Vanguard Phase II Utility

File:SLM M026750 - Tillverkningen av 1953 års Vanguard vid ANAs sammansättningsfabrik i Nyköping.jpg|Assembly at AB Nyköpings Automobilfabrik in Sweden

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{{Infobox automobile

| name = Standard Vanguard Phase III
Standard Vanguard Sportsman

| production = 1955–1958 (Phase III)
37,194 produced
1956–1957 (Sportsman)
901 produced{{Sfn|Sedgwick|Gillies|1986}}

| engine = {{cvt|2088|cc|abbr=on}} I4

| transmission = 4-speed manual
Overdrive optional
Automatic from 1957.

| body_style = {{ubl|

4-door saloon|

5-door estate car|

2-door coupe utility (Australia)}}

| length = {{convert|172|in|mm|0|abbr=on}}

| width = {{convert|67.5|in|mm|0|abbr=on}}

| wheelbase = {{convert|102.5|in|mm|0|abbr=on}}

| height = {{convert|61.5|in|mm|0|abbr=on}}

| image = Standard Vanguard 4-Door Saloon 1958.jpg

| caption = Standard Vanguard Phase III Saloon

}}

The Phase III, released to the market for the mid-October 1955 British International Motor Show,New Standard Vanguard The Times 14 October 1955 page 4 was a radical change with the elimination of the separate chassis. There was an overlap in availability of the old model with the Phase II estate continuing into 1956.

UK fuel was no longer restricted to the 72 octane "Pool petrol" of the 1940s and early 1950s, and with the modest increases in available octane levels, the Vanguard's compression ratio was increased to 7.0:1. The {{cvt|2088|cc|abbr=on}} engine with its single Solex downdraught carburettor now produced {{convert|68|bhp|kW PS|0|abbr=on}}.

The front suspension was independent, using coil springs, and was bolted to a substantial sub-frame which also carried the recirculating ball steering gear. Semi-elliptic leaf springs were used on the rear axle. Lockheed hydraulic brakes with {{convert|9|in|mm|0|abbr=on}} drums were fitted front and rear. The three-speed gearbox had a column change and the optional overdrive was operated by a switch on the steering column. A four-speed floor change became an option.{{citation needed|date=August 2021}}

The new body was lower and had an increased glass area, making it look much more modern, and the old two-piece flat windscreen gave way to a one-piece curved design. The wheelbase increased by {{convert|8|in|mm|0|abbr=on}}, giving much better passenger accommodation. A heater was now a standard fitting. Bench seats were fitted in front and rear with folding centre arm rests. They were covered in Vynide, with leather available as an option.{{citation needed|date=August 2021}}

The car was lighter than the superseded model, and the gearing was changed to deliver better economy with performance virtually unchanged.{{citation needed|date=August 2021}}

A car with overdrive was tested by the British magazine The Motor in 1956. It had a top speed of {{convert|83.7|mph|km/h|abbr=on}}, could accelerate from 0–{{convert|60|mph|km/h|abbr=on}} in 21.7 seconds and had a fuel consumption of {{convert|25.9|mpgimp|L/100 km mpgus}}. The test car cost £998 including taxes.{{cite journal |title = The Standard Vanguard III| journal =The Motor| volume = 109 | issue = 2830 | date = 20 June 1956}}

For 1957, the Australian-produced Phase III was given a facelift with a new mesh grille. In addition the saloon now sported fins on the rear guards.

A performance model, the Vanguard Sportsman, intended to be badged as the Triumph Renown until shortly before launch, was announced in August 1956{{citation|last=Rodgerson|first=Carl|title=High Standards|work=Popular Classics|date=June 1994|pages=87–91}} with a tuned {{cvt|90|bhp|kW|0}} engine having similar features to the Triumph TR3 sports car. These included an increased compression ratio to 8.0:1, twin SU carburettors,{{Sfn|Culshaw|Horrobin|2013|p=287}} and improved pistons. However, the Sportsman's inlet manifold and carburettors sat at a different angle from those of the TR3,{{Citation needed|date=October 2014}} and its engine had the same 85 mm bore as the Vanguard's,{{Sfn|Culshaw|Horrobin|2013|p=287}} rather than the 83 mm bore of the TR3.{{Sfn|Culshaw|Horrobin|2013|p=318}} The final-drive ratio was lowered to 4.55:1 to give better acceleration, and larger {{cvt|10|in|mm|0}} drums fitted to the brakes. The standard version had a bench front seat but separate seats were an option.{{citation needed|date=August 2021}}

Although sharing the same basic body shell with the other Vanguard variations, the Sportsman had design variations, including a squarer front grille, which gave the car a slightly higher, squarer appearance than the standard models.

Just 901 examples of the Sportsman model were made up to 1958.{{Sfn|Sedgwick|Gillies|1986}} Sportsmans then became available to special order, and around another fifty (mostly estate cars) were built between 1958 and 1960. A small number were built before the Vignale makeover in 1958. Popular Classics magazine's test of a Sportsman in 1994 stated that a total of 962 were built.

A Sportsman with overdrive was tested by The Motor in 1956 and it recorded a top speed of {{cvt|90.7|mph|km/h|0}}, acceleration from 0–{{convert|60|mph|km/h|abbr=on}} in 19.2 seconds and a fuel consumption of {{convert|25.6|mpgimp|L/100 km mpgus}}. The test car cost £1231 including taxes.{{cite journal |title = The Standard Sportsman| journal =The Motor| volume = 110| issue = 2841| date = 5 September 1956}}

File:Standard Vanguard Phase III (15733731208).jpg|Standard Vanguard Phase III Saloon

File:1957 Standard Vanguard Sportsman Sedan (25405655473).jpg|Standard Vanguard Sportsman

{{Infobox automobile

| name = Standard Ensign
Standard Ensign De Luxe

| image = 1960 Standard Ensign 1.7 Front (1).jpg

| caption = 1960 Standard Ensign Saloon

| production = 1957 to 1961 (Ensign)
18,852 produced
1962 to 1963 (Ensign De Luxe)
2,318 produced{{Sfn|Sedgwick|Gillies|1986}}

| engine = {{ubl | 1670 cc I4 (Ensign) | 2138 cc I4 (Ensign De Luxe) | 1622 cc Perkins P4C diesel I4 }}

| transmission = 4-speed manual

| body_style = {{ubl|

4 door saloon|

4 door estate car}}

| length =

| width =

| wheelbase =

| height =

}}

A basic model, the Standard Ensign, with 1670 cc engine,{{Sfn|Culshaw|Horrobin|2013|pp=286-287}} was announced in October 1957 restyled by Michelotti.{{Citation needed|date=October 2014}} The Ensign shared its body with the Vanguard Series III, but had a cheapened specification in various respects, including a mesh front grille and a simplified instrument panel and dashboard. Despite the generally lower specification, the Ensign was the first Vanguard-based car to have a four-speed gearbox. The gear lever was moved from the column to the floor, and overdrive was optional. Many were bought for company fleets and for the armed forces.{{Sfn|Robson|2011|p=160}} Production ceased in 1961 with 18,852 examples having been produced.{{Sfn|Sedgwick|Gillies|1986}} Production included 901 Mk II versions, produced only in 1961.{{Sfn|Sedgwick|Gillies|1986}}

An Ensign De Luxe version followed in 1962 and 1963 with a larger 2138 cc engine. Unlike the smaller-engined original version, the De Luxe was also available as an estate car.{{Sfn|Culshaw|Horrobin|2013|p=287}}

A 1670 cc Ensign was tested by the British magazine The Motor in 1958. It recorded a top speed of {{convert|77.6|mph|km/h|abbr=on}}, acceleration from 0–{{convert|60|mph|km/h|abbr=on}} in 24.4 seconds and a fuel consumption of {{convert|28.5|mpgimp|L/100 km mpgus}}. The test car cost £899 including taxes of £300.{{cite journal |title = The Standard Ensign| journal =The Motor| volume = 107| issue = 2913| date = 22 January 1958}}

In January 1960 a diesel engined Ensign was announced, featuring the compact "P4C" 1.6 litre four-cylinder engine produced by specialists Perkins of Peterborough."News summary: Current events and recent announcements: New Diesel car" Practical Motorist, January 1960 Claimed output was {{convert|43|bhp|abbr=on}}, with fuel consumption stated as "about 50 mpg" (5.6 L/100 km; 42 mpg-US).

File:1960 Standard Ensign 1.7 Rear (1).jpg|Rear view

File:1960 Standard Ensign 1.7 Interior.jpg|Interior

File:Standard Ensign estate February 1963 2138cc.jpg|Standard Ensign Estate

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{{Infobox automobile

| name = Standard Vanguard Vignale

| production = 1958–1961
26,267 made{{Sfn|Sedgwick|Gillies|1986}}

| engine = 2088 cc I4

| transmission = 4-speed manual
Overdrive optional
automatic

| body_style = {{ubl|

4 door saloon|

4 door estate car|

2 door coupe utility(Australia)Advertisement for Standard Vanguard (Vignale) utility, Australian Motor Industries Ltd, Australian Motor Manual (magazine), 1 August 1960, page 29|

2 door panel van{{cite web|url= http://www.classiccarcatalogue.com/STANDARD%201959.html|title= Standard 1959|work= www.classiccarcatalogue.com|access-date= 26 October 2011|url-status= live|archive-date= 28 September 2013|archive-url= https://web.archive.org/web/20130928041813/http://www.classiccarcatalogue.com/STANDARD%201959.html}}}}

| length = {{convert|172|in|mm|0|abbr=on}}

| width = {{convert|68.5|in|mm|0|abbr=on}}

| wheelbase = {{convert|102|in|mm|0|abbr=on}}

| height = {{convert|60|in|mm|0|abbr=on}}

| image = 1960 Standard Vanguard Vignale Saloon.jpg

| designer = Giovanni Michelotti

}}

A face-lift of the Phase III was designed by Italian stylist Giovanni Michelotti and coach-builders Vignale in 1958, and was introduced at the October 1958 Earls Court Motor Show.{{Cite newspaper The Times |title= The Standard Motor Company. Lord Tedder Describes Expansion And Development|date= November 24, 1958|page= 14|issue= 54316}} The windscreen and rear window were deeper, and there was a revised grill and trim. A floor change four-speed manual gearbox was now fitted, and the provision of a three-speed gear box with column change offered as an option. An overdrive was also offered an option, as was an automatic. One automatic car is known to have survived - there may be others.{{citation needed|date=August 2021}}

The car had front and rear bench seats, which were covered, as standard, in Vynide. Leather was an option on the home market and cloth for exported models. A heater and (unusual for the time) electric windscreen washers were factory fitted, although a radio remained an option.{{citation needed|date=August 2021}}

A Vignale with overdrive was tested by the British magazine The Motor in 1959. It recorded a top speed of {{convert|82.8|mph|km/h|abbr=on}}, acceleration from 0–{{convert|60|mph|km/h|abbr=on}} in 20.8 seconds and a fuel consumption of {{convert|28.0|mpgimp|L/100 km mpgus}}. The test car cost £1147 including taxes of £383.{{cite journal |title = The Standard Vignale Vanguard| journal =The Motor| volume = 114| issue = 2963| date = 7 January 1959}}

File:Standard Vanguard Vignale 1959 2080cc.JPG|Standard Vanguard Vignale Saloon

File:Standard Vanguard Estate Car (16325915339).jpg|Standard Vanguard Vignale Estate

File:1959 Vanguard Vignale Utility (8704057732).jpg|Standard Vanguard Vignale Utility

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{{Infobox automobile

| name = Standard Vanguard Six

| production = 1960–1963
9953 made

| engine = 1998 cc Triumph "Six" I6

| transmission = Three or four-speed manual
Overdrive optional
automatic

| body_style = {{ubl | 4-door saloon | 5-door estate car | 2-door coupe utility (Australia) | 2-door van (Australia) }}

| length = {{ubl | {{convert|172|in|mm|0|abbr=on}} | {{convert|173.5|in|mm|0|abbr=on}} (Estate){{cite magazine | magazine = Motor Sport | title = Impressions of two British Estate Cars | page = 46 | url = http://www.motorsportmagazine.com/archive/article/january-1961/46/standard-vanguard-vignale-six-estate-car | author-link = Bill Boddy | first = William | last = Boddy | date = January 1961 }} }}

| width = {{convert|67.5|in|mm|0|abbr=on}}

| wheelbase = {{convert|102|in|mm|0|abbr=on}}

| height = {{convert|60|in|mm|0|abbr=on}}

| image = Standard Vanguard Six ca 1962 Schaffen-Diest 2012.jpg

| designer = Giovanni Michelotti

}}

Introduced at the end of 1960, the last of the Vanguards featured a six-cylinder 1,998 cc engine with push-rod overhead valves: this was the engine subsequently installed in the Triumph 2000. The compression ratio was 8.0:1, and twin Solex carburettors were fitted giving an output of {{convert|80|bhp|abbr=on}} at 4500 rpm. Externally the only differences from the Vignale were the badging but the interior was updated.

Australian production included coupe utility and van variants. Early in the model run the rear lights of the coupe utility were changed from a vertical to a horizontal layout with a different rear body side panel.

A Vanguard Six was tested by the British magazine The Motor in 1960. It recorded a top speed of {{convert|87.2|mph|km/h|abbr=on}}, acceleration from 0–{{convert|60|mph|km/h|abbr=on}} in 17.0 seconds and a fuel consumption of {{convert|24.9|mpgimp|L/100 km mpgus}}. The test car cost £1021 including taxes of £301.{{cite journal |title = The Standard Vanguard Six| journal =The Motor| volume = 118| issue = 3055| date = 7 December 1960}}

File:1962 Standard Vanguard 6 (6429736339).jpg|Standard Vanguard Six Saloon

File:Standard Vanguard estate registered July 1961 2088cc.JPG|Standard Vanguard Six Estate

File:Standard Vanguard Pick Up - Flickr - mick - Lumix.jpg|Standard Vanguard Six Utility (later version with horizontal rear lights)

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Leyland Motors took over Standard-Triumph in 1960 and the prototype Triumph 2000 progressed with new money, the engine being used by the Vanguard Six from 1961 to early 1963. The six was lighter than the old four and was a development based on the Standard Ten unit.{{citation needed|date=August 2021}}

Both the Ensign and the Vanguard were replaced in 1963 by the Triumph 2000, and the Standard name disappeared from the British market after 60 years.

{{Infobox automobile

|name = Standard Vanguard Utility

|image = MHV Standard Vanguard I Ute 1948-1952 01.jpg

|manufacturer = Standard

|production = 1950–1958

|assembly = Australia

|related = Standard Atlas

|transmission = 4-speed manual

|predecessor =

|successor = Standard Atlas

|class = light truck

}}

In 1950, the Australian subsidiary of the Standard Motor Company introduced a coupé utility version of the Vanguard Phase I. It was fitted with the same 2088 cc four-cylinder engine as used in the saloon.{{cite journal|journal= Australian Monthly Motor Manual|date= March 1950|title= Standard Introduces A Vanguard Pick-up|pages= 834–835}} Utility versions of the Vanguard were produced in Australia over the following years,Larry O'Toole, The Good Old Aussie Ute, 2000, Graffiti Publications Pty. Ltd., pages 226 to 231 with production ending in 1964.{{cite web|url= http://www.australianstandardvanguard.net.au/history.html|archive-url= https://web.archive.org/web/20090913101900/http://www.australianstandardvanguard.net.au/history.html|url-status= dead|archive-date= 13 September 2009|title= Australian History|access-date= 26 October 2011}}

The Vanguard Utility was sold in the UK as a pickup truck. The main purchaser was the Royal Air Force, which had them in Phase I and II form. The Phase II commercials remained available until 1958, when they were replaced by the Phase 3. Around 50 phase 3 pickups went to Welsh Water and the workshop manual pictures a pickup with a body by Awson. A gown van and a breakdown tender are shown in the brochure.{{citation needed|date=August 2021}}

Sales in the UK were modest, mostly due to stiff competition from the British Motor Corporation and from Standard's other commercial vehicles including the 5 cwt and later 7 cwt vehicles. With the discontinuation of the Vanguard Utility, the only commercial vehicle produced by the company was the Standard Atlas, and so that was the Vanguard Utility's replacement, but they did share some common parts.{{citation needed|date=August 2021}}

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• Dinky Toys made a model of the Phase I.
• Corgi Toys included a model of the Phase III saloon in their range from 1957 to 1961 as model No 207.{{Sfn|Force|1991|p=166}} Additionally, a Phase III saloon presented as a Royal Air Force Staff Car was available from 1958 to 1962 as model No 352.{{Sfn|Force|1991|p=174}}

{{Reflist|30em}}

• {{cite book|title=British Family Cars of the Fifties|first= Michael|last= Allen|publisher= Haynes Publishing|year= 1985|isbn= 0-85429-471-6}}
• {{cite web|url=http://www.spiegel.de/spiegel/print/d-29193706.html|title=Angriff abgeschlagen: Mit einem einzigen Blick kann man aus der Außenhandelsstatistik 1950 ablesen, daß.... |access-date= 2013-05-18 |publisher= SPIEGEL-ONLINE|last= Augstein|first= Rudolf|author-link= Rudolf Augstein|editor-last= Augstein|editor-first= Rudolf| volume =16|issue= 1951 | page =27|date=18 April 1951|language= de}}
• {{cite journal |url=http://www.gaz20.spb.ru/img/download/the_motor_1952_eng.zip |title=Impressions of the Russian POBIEDA |last = Clarence |first = I. A. S. |journal = The Motor | volume = 102| issue = 2649| date = 19 November 1952}}
• {{cite book |last1= Culshaw|first1= David|last2= Horrobin|first2= Peter|year= 2013|orig-year= 1974|chapter= Standard|title= The Complete Catalogue of British Cars 1895 - 1975 |edition= e-book|location= Poundbury, Dorchester, UK|publisher=Veloce Publishing|pages= 281–287|isbn= 978-1-845845-83-4}}
• {{cite book|last= Force|first= Edward|title= Corgi Toys|year= 1991|page= 166}}
• {{cite book |last=Gloor |first=Roger |title=Alle Autos der 50er Jahre 1945 – 1960|edition=1. Auflage |year=2007 |publisher=Motorbuch Verlag |location=Stuttgart |isbn=978-3-613-02808-1}}
• {{cite book| last = Robson| first = Graham| title = The Book of the Standard Motor Company| url = {{Google books|LbCIGEFLi_kC|The Book of the Standard Motor Company|plainurl=yes}} | access-date = 19 October 2014| date = May 2011| publisher = Veloce Publishing| location = Poundbury, Dorchester, UK| isbn = 978-1-845843-43-4}}
• {{cite book |last1=Sedgwick |first1=M. |author-link1= Michael C. Sedgwick|last2= Gillies|first2=M.|title=A–Z of Cars 1945–1970|year=1986 |publisher=Bay View Books |location=Devon, UK |isbn=1-870979-39-7}}
• {{Cite book|last1= Sedgwick|first1= Michael|author-link1= Michael C. Sedgwick|last2= Gillies|first2= Mark|title= A to Z of Cars 1945–1970|edition= Revised paperback|year= 1993|page= 185}}
• {{citation | title = Assembly: New Zealand Car Production 1921-98 | last = Webster | first = Mark | publisher = Reed | year = 2002 | pages = 71–72 | location = Birkenhead, Auckland, New Zealand | isbn = 0-7900-0846-7 }}
• {{cite journal | title = News summary: Current events and recent announcements: New Diesel car| journal = Practical Motorist| volume = 6 | issue = 65 | page = 481 |date = January 1960|ref=PracticalMotorist}}

{{Commons category|Standard Vanguard}}

• [http://www.standardmotorclub.org/ Standard Motor Club]
• [http://www.the-vanguard-ph3-owners-club.co.uk/ Vanguard Phase III Owners club]

Vanguard

Category:Cars introduced in 1947

Category:Cars discontinued in 1963

Category:Sedans

Category:Rear-wheel-drive vehicles

Category:1950s cars

Category:1960s cars