The name "Ten" was first applied in 1906 to an experimental two-cylinder car with a 10 tax horsepower rating. This car featured a side-valve engine with a 70 mm bore and an 82 mm stroke, resulting in a capacity of 631 cc. Standard's next car in this category was a four-cylinder 9.5 tax horsepower model produced between 1914 and 1919.
Standard re-entered the 10 tax horsepower market in 1934 with a new Ten model. This was succeeded in 1937 by the "Flying Ten," which remained in production until the outbreak of World War II. The Flying Ten incorporated the semi-streamlined design characteristic of the Standard Flying range. It was powered by a side-valve 1267 cc long-stroke engine (100 mm) with a single Zenith carburettor, producing 33 bhp (25 kW) at 4000 rpm. Power was transmitted to the rear wheels via a 3-speed synchromesh gearbox. Initially, the suspension featured a solid front axle, but this was upgraded in 1939 to an independent front setup with a transverse leaf spring. The Flying Ten could achieve a top speed of approximately 65 mph (105 km/h) and used cable-operated Bendix brakes. After civilian production ceased, 150 four-door models were built for military use in early 1941. A sportier variant, the Light Flying Ten, was also manufactured.
In 1954, Standard introduced a new Ten model as a more powerful and better-appointed version of the Standard Eight. It utilized the Standard SC engine, increased in size to 948 cc, and shared a similar frame and transmission with the Eight. Optional features included overdrive (from March 1957) or a semi-automatic transmission.
An estate (station wagon) version, named the Companion, was launched in June 1955. It was notable for being among the first small British estate cars to feature rear-passenger doors, unlike rivals such as the Ford Squire and Hillman Husky, which used a two-door "van" arrangement.
A small number of left-hand-drive Tens were exported to the United States and marketed as the Triumph TR-10. These export models offered the two-tone colour scheme typically reserved for the Pennant, though they did not feature tailfins. In Scandinavia, the car was sold as the Standard Vanguard Junior, and in Australia, it was known as the Cadet.
A Standard Ten saloon tested by the British magazine The Motor in 1954 achieved a top speed of 69.0 mph (111.0 km/h) and accelerated from 0-60 mph (97 km/h) in 38.3 seconds. It recorded a fuel consumption of 34.4 miles per imperial gallon (8.2 L/100 km; 28.6 mpg‑US). The test car's price, including taxes, was £580.
In 1955, a factory-prepared Standard Ten, driven by Jimmy Ray and Brian Horrocks, won the UK's RAC Rally, benefiting from a handicapping system that favoured smaller cars.
The Standard Pennant, a tail-finned version of the Ten with optional two-tone paint schemes, was launched in October 1957. Its engine power was increased to 37 bhp (28 kW), and an overdrive gearbox was offered as an option. Other available options included a radio, heater, leather upholstery, and clutchless two-pedal control. Pennants produced in India were branded as "Standard 10" and lacked any bootlid trim beyond the branding.
A Pennant tested by The Motor in 1958 reached a top speed of 70.2 mph (113 km/h) and accelerated from 0–60 mph (97 km/h) in 35.3 seconds. It recorded a fuel consumption of 40.2 miles per imperial gallon (7.03 L/100 km; 33.5 mpg‑US). The test car cost £728, which included £243 in taxes.
The Ten and the Pennant models were eventually replaced by the Triumph Herald in 1961.
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