[6] In the autumn of 1956 Sadler quit Westinghouse and moved with wife Anne and their two daughters, Susan and Catherine, to England to work for John Tojeiro for one year.

[6] He served as Technical editor for Canada Track & Traffic magazine, contributing an article to the debut issue of September 1959.

[8]: 149 [11][6] The company's core staff would eventually include body fabricator Mike Saggers, welder Harry Ross, and mechanic Chuck Richardson.

[17] He graduated from MIT in two semesters with a master's degree in Electrical and Electronics Engineering and went to work for General Dynamics, where he managed the Advanced Development Lab in San Diego.

The car debuted in 1954 at Watkins Glenn, fitted with simple aluminum torpedo bodywork and cycle fenders.

[12][3][28]: 86–87  Sadler replaced the damaged four-cylinder with a Canadian-built 1956 Chevrolet small-block V8 displacing 265 cu in (4.3 L) and making 200 hp (149.1 kW) with dual four-barrel carburetors.

[3] Sadler also built a new rear suspension that replaced the original Panhard rod with a custom frame to reduce wheelspin.

The final drive ratio was changed to 3.54:1[12] Wheelspin continued to be a problem with the Mk.1, and Sadler felt that an independent rear suspension (IRS) was the solution.

He was already planning to race the car overseas, so it would have to comply with new rules enacted by the Fédération Internationale de l'Automobile (FIA) dictating certain basic dimensions.

[3][30] To add the IRS, accommodate the new transmission, and comply with FIA rules, he decided that a new chassis was needed, and this led to the Mk.2 being built.

After returning from England, Sadler replaced the Healey front drum brakes with Triumph discs and installed a new body.

The car's engine was a 283 CID block bored and stroked out to 327 cu in (5.4 L), with a compression ratio of 11:1, a Racer Brown "Super-Torque #2" camshaft, and Hilborn fuel injection.

Sadler carried over the Pontiac V8, Borrani wire wheels and De Dion tube rear suspension from Meyer's old roadster, but fabricated a new ladder chassis and added an enveloping body.

The Sadler-Meyer has been restored twice; once in the 1980s by owner Robert Fernando, after which it appeared in historic racing events, and again in 2008, this time with input from Sadler.

[36] Racing sponsorship was provided by Gorries Downtown Chevrolet Oldsmobile, a car dealership in Toronto that billed itself as "Canada's Corvette Headquarters".

[3][15][37][38][39] The Dailu MK I adapted an IRS from a 1961 Jaguar XK-E.[37] Sadler built a series of twelve Formula Junior race cars, six of which are said to survive.

[41] Many of the mechanical components used, including the engine, transmission, and axle, were British Motor Corporation (BMC) parts from their Austin-Healey Sprite model.

[10] Drive for the single, offset engine model went to the nearest rear wheel, with power taken to the opposite side by a driveshaft.

[28]: 119–122 His first attempt was essentially a front-engined Formula Junior car with a Chevrolet V8 shoehorned into it, which did not leave room for a clutch or a gearbox.

[3] Sadler's next Formula Libre used the brakes and front suspension from the earlier car in a new chassis with a 301 cu in (4.9 L) Chevrolet V8 mounted behind the driver.

[3] Sadler built a two-speed transaxle out of a Halibrand quick-change differential with a rear housing extended to accommodate another set of gears, and used Ford synchronizers.

[50][51][52][53] A Mk.5 was purchased by Peter Broeker and converted into the Stebro Mark III by having its wheelbase stretched by 8 in (203 mm) and a conventional transaxle substituted for the two speed modified Halibrand differential.

[3] While living in Scottsdale, Arizona, Sadler was a distributor of the Lazair ultralight sold by Ultra Flight Sales.

[65] The design was licensed to Skywise Ultraflight in Australia, who produced the SV-1, SV-2, SV-2A, and SV-3 models, with a wingspan reduced to 22 ft (6.7 m) and a variety of available engines.

That search eventually led to his designing a radial aircraft engine of his own that was developed for production by Bill Gewald.

[70] In June 1987 Sadler signed a contract with General Atomics to convert his plane into a unmanned drone, later badged as a "Predator", with a computerized, GPS based autopilot.

[73] A piloted militarized version of the Vampire was also built; the model A-22 Piranha Light Attack and Surveillance Aircraft (LASA).

[57] Republic of Turkey Adventure with Turkish Aerospace Industries (TAI/ later named as TUSAŞ) In 1997 Sadler Aircraft Corp. partnered with Türk Havacılık ve Uzay Sanayii A.Ş.

Members of the design team remember him as a sharp, mission focused, bold pilot and as a practical engineer.

[75][59][57] Sadler later designed a two-seat Light-sport aircraft (LSA) called the Vampire 2 that was first shown at the 2009 AirVenture Oshkosh.