Extract from

 Published by Sheffield City Libraries 1986

(Out of print 2010)

Cover picture is a Charron Laycock

Manufactured by Stringer & Company (Sheffield) Ltd., Wincobank Steel Works, Sheffield 9

John Charles Stringer was known as Mr. Crankshaft by his colleagues in engineering; his Wincobank Steel Works produced crankshafts and other forgings mainly for the motor industry. A family photograph clearly shows a collection of products including crankshafts, steering arms and refrigerator condensers[1]. In1907 a two-page article appeared in The Commercial Motor. The works and products were described and we are told that 'steel of their specification' was used.

Mr Geoffrey Goodison, the grandson of the founder, recalls his grandfather and grandmother arriving at Doncaster Races in a rather grand Rolls Royce. He reckoned that the Derby company paid for a crankshaft supply with the car when finances were tight. A nice story but impossible to prove.

Given the links with the motor industry, engineering facilities, metallurgical knowledge and apparent enthusiasm, the lure to produce a complete Stringer car must have been great. Further encouragement would probably have come from the many poorly built machines available at the time. John Charles engaged G. Bullock[2], a former L.G.O.C. draughtsman, to Design the car, and the first model appeared in 1913. A striking two seat drophead body, with steeply raked windscreen, clothed the mechanicals which were all produced in the Wincobank factory. Stringer placed great emphasis on materials as this introduction to the 1913 catalogue shows:

 “We have pleasure in introducing you to our `Winco' two-seater light car. This car has been evolved after very strenuous tests undertaken in the hilliest parts of Yorkshire and Derbyshire, lasting over 16 months; and our aim has been to design a car which would combine reliability, simplicity of control, flexibility and hill climbing power, and we think we may state in all confidence that we have achieved this.

The car meets a great need of the present day owing to its economy, comfort and smart appearance. The whole of the workmanship and material in the chassis are of the finest quality, and all the parts which have to take great strains are made from special Nickel Chrome Steel.

Special attention has been paid to the springs which are extremely strong and very flexible being made from special Chrome Steel.

We have specialized in steels for motor car construction for the last 10 years, and have been able, in consequence, to utilise our experience in this direction to ensure the use of the right materials in the proper place.

The tyres are larger than is actually necessary; this, of course, slightly increases the cost of the car, but we are assured that the infinitely greater comfort in riding and the longer life of the tyres is a great advantage to the user.

THE CAR IS BUILT OF BRITISH MATERIALS THROUGHOUT".

 1913 Winco two seat light car. Print taken from original glass plate negative, courtesy of John Stringer.

Front and rear axle were mounted on cantilevered semi elliptic leaf springs. Cold drawn steel tubing was used for the front axle, with high tensile steel stub axles. The rear axle was a composite construction formed from gearbox and final drive, drive transmitted by torque tube. The three speed with reverse gearbox and final drive gears were all made from the Company’s own special material and case hardened.3 The chassis frame was of the ladder type construction, the main side members being of deep section ash enclosed between two spring steel flitch plates. The assembly was riveted together, and was 'of exceptionally strong construction'.[3]

The engine, also built by Stringer, was a twin cylinder vertical unit, water-cooled. Bore of 3³/₈ inches and stroke 3⁵/₈ inches gave a capacity of 64.86 cubic inches (1062.9 cc). It was rated at 9.2 hp (RAC). The balanced crankshaft ran in phosphor bronze bearings, and an enclosed chain drove the camshaft, valves being side mounted. The automatic carburettor and chain drive magneto endowed the car with a very respectable claimed 45 mpg. Final details included worm and nut irreversible steering and leather lined cone clutch.

1914 two cylinder engine of Stringer's own manufacture.     Photo courtesy John Stringer. 

It was common for motor manufacturers to demonstrate their products by entering competitions. Stringer were no exception and on June 1914 they entered a specially prepared single seater in a handicap race at Brooklands. The driving was entrusted to the designer, George Bullock. He won the event but seemed to be favoured by fortunate handicapping. Light Car and Cyclecar of June 3rd 1914 described the event:

“The story of the race is soon told. Of the fifteen entrants fourteen started, the makes represented being Singer (2), Hillman, Bugatti, GWK, Swift, Morgan, Carden, Simplex, Wico, Buckingham, Baby Peugeot and Tweenie. How it came about that the Winco was in receipt of 1m 38s start it is hard to say, for in order to have overhauled it the scratch car, B. Haywood's Singer, would have had to travel at an incredible and impossible speed. As it was there was only one car in the race — the Winco — which finished the 5 3/4 miles course almost three quarters of a mile ahead of the second machine at a speed of 60 66 mph. The Winco driver, G. Bullock, handled his mount excellently, and we fancy that he was not unduly pressing it towards the end." 

As with most other firms, the Stringer factory turned to munitions during the First World War and the car production was shelved. The next recorded model appeared in 1922.[4] The car had been simply known as the Winco with deference to the Wincobank factory. The post war models were known initially as Stringer Winco and, after 1923, Stringer Smith. Remaining family records do not give us the identity or position of Smith, although it has been suggested he may have been financier or designer.

The single seat Stringer pictured at the June handicap meeting at Brooklands. The car's designer George Bullock wheel.

Start line-up for handicap race at Brooklands on June 3rd 1914. George Bullock on the Stringer is fourth

Details of the post-war car were released nationally. The first appeared in Light Car and Cyclecar[5] in their show report of 1923. However, we do know from an original registration document that a car was on the road in June 1921. The new car bore a similarity with the pre-war model, a two seater with raked windscreen but with much smoother and rounded lines. Whereas before the dicky seat was an extra, it was original equipment on the later model. The cost of producing their own engine in those austere times must been too much, or they preferred a smoother four cylinder. For whatever reason, proprietary engines were used in all the post-war cars. The 1098cc Alpha was chosen, certainly a popular engine, and used to power such cars as Adamson, Arden, Raleigh and Warren Lambert. Side valves were used and stroke were 23/8 inches and 31/4 inches respectively. The gearbox had been moved to the front and was driven by a short shaft and two fabric discs. Gear ratios were:

Reverse    18.9 - 1 
First          14.5 - 1 
Second     7.35 - 1 
Third          4.35 - 1

 Final drive was by straight bevel, and the rear axle was mounted, as before, on cantilever semielliptic springs. Torque tube drive connected gearbox to rear axle. The overall length was 11’ 6" and width was 4' 6 ". Wheels were Sankey double disc with 710mm x 90mm tyres.[6] A post-war brochure reveals that the front axle was now 'H' section, and states that, the 'Stringer Mum medium light car is the ideal owner driver car for Lady or Gentleman.'

Two post-war Stringers; the upper car stands outside the factory circa 1923. The numerous detail differences suggest a lack of rationalisation.
Photos courtesy John Stringer

Further details of the car appeared the following year[7], with an 11 hp model in addition the previous 9 hp. Chassis details were the same, the engine having a larger bore of 6mm, increasing the engine capacity to 1,330 cc. Actual power output was 1bhp at 150rpm.

These models continued to be offered until 1932; few alterations, if any, were made but electric start was fitted in 1928. Unfortunately no production records exist but John Charles Stringer's grandson[8] remembers five complete cars in the factory in the early twenties. The price war of the time was reflected in the falling prices for the Stringer Winco:

(Reference Light Car and Cyclecar)

Note the forty-five per cent price reduction from 1923 to 1926.

Another post-war car outside the factory. Sheffield Corporation bus in the background. This part of Wincobank has changed little since.
Photo courtesy John Stringer.

After car production ceased the factory continued with engineering, and although the factory still stands it does not appear that any of the cars have survived.

The stringer factory as it stands today.

Geoffrey Goodison, the grandson of the Founder, recalled that he borrowed a Stringer Winco from the factory around 1932 for a holiday in Devon. On his return journey he adjusted the valve clearances to zero, in ignorance, to try and eliminate excessive engine noise. He subsequently knocked out a drive coupling. His grandfather saw to the repairs and instructed the hapless Mr. Goodison to learn to ride a motorcycle first — he took the advice.

Two original 'log' books are still in existence and show that John Charles Stringer registered two Stringers in his own name. The first in February 1921 was possibly a pre-war car since the engine is is dated as 1912 and the registration number is W 3827 (the prefix WA was used after September 1919). The second Stringer was a post-war car having the registration number WA 4696 and manufacture date of the engine is given as 1920. It was described as follows:

Type of body — 2 seater with dicky 
Colour — Royal Blue
Name — Winco
Description of Vehicle — W 25 11.9 hp
Engine No. — 9792
Year of engine — 1920
Rated HP — 11.9 (4 @ 69 mm)
Date of original registration — 30.6.21

This Stringer was licensed yearly, at a cost of £12, up to 1932 whilst in the hands of Mr. Stringer, but its fate after that time is unknown. On a point of interest our Mr. Stringer is on record as having registered a 'Deasy' car in 1920, number KS 161. It had apparently recently had a gearbox overhaul at 'Whippets Ltd. Motor Works, Grantham' and the previous owner had spent £200 'having everything put right'.

Stringer Specifications

Model `Winco' light car

Wheelbase — 9 ft 6 in
Track — 4 ft 0 in
Bore — 3 ³/₈ in
Stroke — 3 ⁵/₈ in
Capacity (2 cylinders) — 1062 cc
RAC H.P. Rating — 9.2
Year introduction — 1914
Price — Chassis — £134
         — Two Seater — £150
         — As above with hood and additional accessories — £165

Model 'Stringer Winco' ('Stringer Smith') 9 hp

Wheelbase — 8 ft 10 in
Track — 4 ft 0 in
Bore — 60 mm
Stroke — 95 mm
Capacity (4 cylinders) — 1088 cc
RAC H.P. Rating — 9.02
Year introduction — 1923
Price — Two Seater — £220

Model 'Stringer Winco' 11 hp

Wheelbase — 8 ft 10 in
Track — 4 ft 0 in
Bore — 76 mm
Stroke — 95 mm
Capacity (4 cylinders) — 1330 cc
RAC H.P. Rating — 11
Year introduction — 1924
Price (initial) — Chassis — £240
                   — Tourer — £240*

  *The Stringer was listed until 1929. For price variations see text.