The Rootes Story Vol 2 - The Chrysler Years E-Book

Geoff Carverhill

• Herausgeber: The Crowood Press
• Kategorie: Lebensstil
• Sprache: Englisch

Seitenzahl: 572

Veröffentlichungsjahr: 2023

Beschreibung

The Rootes Story – The Chrysler Years focuses on the Rootes Group during the 1960s and 70s, the vehicles produced by the company, the people that created them and the events that led to Rootes selling out to Chrysler Corporation of America and eventual acquisition by the French Peugeot company. A valuable backdrop to the events is provided throughout the book by ex- Rootes employees and management. Chronicles the Rootes Group's efforts to survive as a major car and truck manufacturer in Britain's turbulent 1960s and 1970s. From a position as a respected global name in manufacturing, the Rootes Group found itself struggling to compete in a new buyers' market, in which foreign competition was starting to overtake British manufacturers. Despite the challenges that confronted them, Rootes designed and built some of the most popular cars of the period: the Hillman Minx and Super Minx, the Singer Vogue and the Humber Sceptre, and the iconic but ill-fated Hillman Imp, as well as some of the most rugged and well-purposed vans and trucks, built by Commer, Karrier and Dodge. The book highlights the competition pedigree of the Sunbeam Rapier, the Alpine, the Imp and the Ford V8-engined Tiger. Famous names such as Paddy Hopkirk, Rosemary Smith and Peter Procter all give their stories as works drivers for Rootes, while engineers at 'comps' tell the background stories of how races and rallies were won and lost. Andrew Cowan, Rootes' works rally driver and winner of the 1968 London–Sydney Marathon in a Hillman Hunter, shares his story in what was a remarkable and unexpected victory for Rootes. This complex story is told through the eyes of ex-Rootes and Chrysler personnel, giving 'from the horse's mouth' accounts of the company and its exploits. Geoff Carverhill takes you inside the boardroom, into the drawing office and on to the production line to give the reader an insider's view of Rootes, Chrysler and Peugeot.

Leseprobe

Geoffrey Rootes – second Lord Rootes.

First published in 2023 byThe Crowood Press LtdRamsbury, MarlboroughWiltshire SN8 2HR

[email protected]

www.crowood.com

This e-book first published in 2023

© Geoff Carverhill 2023

All rights reserved. This e-book is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.

British Library Cataloguing-in-Publication Data

A catalogue record for this book is available from the British Library.

ISBN 978 0 7198 4179 8

The right of Geoff Carverhill to be identified as author of this work has been asserted by him in accordance with the Copyright, Designs and Patents Act 1988.

Cover design by Blue Sunflower Creative; layout and artwork by Ryan Lambie and Geoff Carverhill

CONTENTS

Foreword – Nick Rootes – 3rd Lord Rootes

Introduction and Acknowledgements

CHAPTER 1 Empire-building

CHAPTER 2 Swinging Uneasily into the Sixties

CHAPTER 3 The Scottish Affair – The Imp and Linwood

CHAPTER 4 Competitions in the Sixties

CHAPTER 5 Business As Usual – The Mid-Sixties

CHAPTER 6 Keeping Pace – Tiger and Hunter

CHAPTER 7 Life Under the Pentastar – The Chrysler Takeover

CHAPTER 8 The London–Sydney Marathon

CHAPTER 9 Countdown to Crisis Point – The Seventies

CHAPTER 10 Epilogue for a British Motoring Dynasty

Appendix:Rootes/Chrysler Car and Truck Listings

Bibliography

Index

FOREWORD

In this second volume of the Rootes Story, Geoff Carverhill reveals how the family business adapted to develop innovative new cars suited to the post-war era. Times were changing and car manufacturers had to change rapidly to meet buyer expectations. Rootes Group rose to the challenge in the 1960s and ’70s with new models, underpinned by a competitions department that achieved outstanding rallying successes. However, against a background of industrial unrest, funding challenges and political interference, the going was getting tougher by the year.

Geoff paints a vivid picture of the period. Through meticulous research and interviews with people who worked for Rootes, he takes the reader on a journey that starts post war and which travels through the take-over by Chrysler, culminating in Chrysler UK’s absorption into the Peugeot Group. It’s a journey with many twists and turns, including strikes, political interventions, transatlantic culture clashes and, of course, the development of some remarkable cars that remain much loved to this day.

As I was a teenager in the Sixties, my own recollection of the period is of being fortunate enough to travel in some wonderful cars that included every type of Humber and, not forgetting, a memorable 120mph test drive in a Sunbeam Tiger prototype with my father, Geoffrey Rootes, at the wheel. I also got to drive my very own Sunbeam Stiletto, followed by an H120 Sunbeam Rapier. Little did I realise, while I was enjoying myself, just how difficult it must have been for my father, who steered the business through the most turbulent of times and the handover to Chrysler.

I’m immensely grateful to Geoff Carverhill for revealing the full story. It takes tenacity to write a book of such breadth and depth. I believe it will be of great interest, not just to Rootes car enthusiasts, but also to anyone who wants to understand how the motor industry evolved post war through the Sixties and beyond.

Nick Rootes3rd Lord Rootes

INTRODUCTION AND ACKNOWLEDGEMENTS

In May 2013, shortly after I had been commissioned by Crowood to write The Rootes Story, I was invited by James Spencer of the Rootes Archive Centre to the 50th Anniversary of the launch of the Hillman Imp. The event took place at the site of the Rootes Scotland factory at Linwood, where the Imp was made, and would be the start of a re-appraisal of a company I thought I knew about. I got to talk, first hand, to people who worked at Linwood all those years ago. On the bus trip from Glasgow Central station to Linwood the warmth and sense of humour of those on board put a big smile on my face, and I have not forgotten it. The experience made me to take a fresh look at Rootes, and dispel some myths about the company as well as eliminate some popular misconceptions, not just about Linwood but about the whole of the Rootes organization.

Although this volume of The Rootes Story has presented numerous challenges, due to the convoluted and complex nature of the Rootes Group’s activities from the 1960s onwards, it has brought some remarkable rewards, in as much as I have got to meet some of my childhood motorsport heroes: the late Sir Stirling Moss, whom I interviewed for Volume 1; wonderful Rosemary Smith; the late Paddy Hopkirk; Peter Procter and the late Andrew Cowan.

I feel privileged to have met and interviewed many ex-Rootes employees, pupils and apprentices, some of whom occupied senior management positions at Rootes and subsequently, Chrysler UK. Without their valuable input, this particular volume would not have been possible; it is after all, their story.

During one of the lockdown periods that took over our lives during the Covid pandemic, I was very pleased to be able to facilitate a reunion of four ex-Rootes pupils who were trainees together, but who hadn’t met for sixty years! I had received an email from Patrick Cook, now resident in Florida, who had helped run Rootes Venezuela during the Sixties. He had bought a copy of Volume 1 of The Rootes Story and had read comments by Kit Foster, Peter S. Badenoch, who now resides in Windsor, Ontario and Tom Cotton and asked me to put him in touch with them. They all duly met up by the wonders of email and Zoom! I was also able to put Patrick in touch with another ex-Rootes Venezuela colleague, Geoff Parr. My thanks to them for sharing their Rootes ‘export’ experiences.

Other ex-Rootes personnel also made some valuable contributions: Richard Guy; Scott Glover; Duncan Robertson; Stuart Mitchell; William Stuart; Anthony Stevens; Arthur Long; Geoff Wells; Mike Andrews; Ray Davies; Richard Avery; Ken Foxon; Keith Cockell; Phil Anslow; David Wells; Andy Kirkman; Martin Newbould; Douglas Field; Mike Jones; Bill Papworth; George B. Heath; John Haviland; Nigel Hughes; Alan Horsfall; Bill Blanch; Colin Valentine; Dave Edwards; David Lloyd; Owen Swinerd; Gordon Jarvis; John Harris; Wynne Mitchell; Leon Gibbs; Rodney Cane, Keith Cockell and Ron Roscoe. Thanks to all for your time and in some cases for lending me valuable photographs to reproduce in the book.

Other equally important ‘thank yous’ include those directly or indirectly associated with Rootes: Clive Harrington, for sharing his photographs and his father’s experiences as managing director of Thomas Harrington Ltd, the famous coachbuilders in Worthing, Sussex; Nicholas Webster (and Clive Harrington) for the potted history of Thomas Harrington Ltd; Kit Spackman, of Pressed Steel Ltd; Tim Ware, son of Peter Ware, for his father’s biography and family photographs and Paul Easter, ex-BMC works rally driver, for loaning his valuable Kodachrome transparencies of the London-Sydney Marathon. Andy Bye and all at the Rootes Archive Centre have provided information and photographs, as have Coventry Archives at the Herbert Art Gallery & Museum in Coventry – thanks to Damien Kimberley and Victoria Northridge.

Without the one marque car clubs, books like this would be much more difficult to create, so thanks to all who provided photographs from club archives and who diligently checked text for factual accuracy: Graham Vickery of the Sunbeam Tiger Club, Stephen Lewis of the Post Vintage Humber Car Club; Andy Goldsmith of the Sunbeam Alpine Owners Club; David Freeth, Nigel Hughes and Bob Marsden of the Singer Owners Club; Ray Sellars of Hillman Owners Club and writer and historian Bill Munro, for everything Carbodies.

Last but not least, to the Rootes family, the late Tim Rootes for his sense of humour and insightful knowledge of his father’s and his uncle’s company – Sir Reginald Rootes and Lord Rootes. To Nick Rootes, who has been very supportive throughout and who allowed me to spend a very enjoyable few days going through his family archives – I feel privileged to have been allowed to do so. Bill Rootes, son of Brian Rootes, gave some insightful recollections from his father’s and Bill’s own experiences while working for Rootes.

Thanks also to the staff at Crowood, for their patience and tolerance, and one very important person, without whom I would not have finished this book, had it not been for her encouragement and support – my wife Sue.

Thank you one and all.

This book is dedicated to Peter Procter and Andrew Cowan, two ‘team mates’ and gentlemen of Rootes motorsport.

Geoff Carverhill – the end bar stool, The Royal Oak, Cogenhoe, Northampton.September, 2022

CHAPTER 1

EMPIRE-BUILDING

‘I don’t mind what I sell, provided it’s British!’

– William Rootes Snr

The rolling countryside of the Weald of Kent, in the south-east of England, with its leafy lanes and picture postcard villages, seems an unlikely backdrop to inspire a young lad to embrace late nineteenth-century England’s still new phenomenon – the motor car. However, it did, and within twenty-five years, William Rootes would witness the start of what would become, under the stewardship of his two sons, William and Reginald, one of Britain’s largest and most important motor vehicle manufacturing concerns.

A well-known photograph of the Wm. Rootes’ motor depot and showroom at 7, Station Road, Hawkhurst, Kent. NICK ROOTES

William Rootes was born in Goudhurst, Kent, in 1869. His father, Edward, ran a small general engineering business in the village repairing agricultural machinery and, at twelve years of age, William joined his father helping out in his engineering workshop. By 1895, William had opened his own cycle shop in Goudhurst, was married, and had had a son, William Edward, born in 1894. His second son, Reginald Claud, was born in 1896.

The front cover of one of Wm. Rootes’ first motor car catalogues, c. 1908. NICK ROOTES

William’s cycle business was successful enough for the family to move to nearby Hawkhurst around 1901, where he had acquired a shop, showroom and workshop premises in which to sell and service bicycles and motorcycles; however, very soon, the motor car bug, which had initially been sparked following a visit to the 1895 Horseless Carriage Exhibition at Tunbridge Wells, would take precedent over bicycles and motorcycles. In 1907, William formed the Rootes Motor Agency, with prominent names such as Darracq, Humber, Swift, Vauxhall and De Dion forming part of the roster. WR, as William Rootes became known locally, built up a profitable business in Hawkhurst, and his eldest son Billy started to take a lot of interest in all things mechanical, as his father had with Billy’s grandfather. Billy was a quick learner and an astute young man, but proved to be a source of concern to his father, who was worried about his son’s academic abilities. So, at the age of sixteen Billy was sent as an apprentice to the Singer Motor Company in Coventry to see if his technical abilities would be more impressive than his academic abilities. In the event, they were – Billy Rootes proved an exemplary student and, as he matured, would also turn out to be a very competent salesman. Reggie, on the other hand, filled the academic role with ease, and upon leaving Cranbrook School, joined the Admiralty, having passed the First Class Civil Service Examination.

Apprentices at Singer Motor Company in Coventry. Billy Rootes, aged 16, is seated in the front row, third from the left. NICK ROOTES

By 1913, with William Rootes and son Billy now in business together, larger premises were acquired in Maidstone to cope with an increase in motor car sales and servicing. With the outbreak of the First World War, Billy joined the Royal Naval Volunteer Reserve, leaving his father to run the business. In 1916, Billy married Nora Press; the following year he and his father formed Rootes Ltd, and had acquired the old tannery in Maidstone, which was converted to the Len Engineering Works, to start the first aero engine repair business. The aero engine contract came as a result of Billy being sent to Clément Talbot in London, while in the RNVR to oversee aero engine production, during which time he highlighted a need, in order to prevent unnecessary wastage, to recondition and repair aero engines, rather than build new ones. Billy was demobilised towards the end of 1917 and seconded to carry out the reconditioning of the aero engines, which took place at Rootes Maidstone. This saved the Air Ministry a colossal amount of money, and clearly demonstrated Billy’s commercially aware methodology. During this period he had persuaded his brother Reggie to give up a promising career in the civil service and join the family business. In 1920, Billy and Reggie were made joint managing directors of Rootes Ltd. The company would go from strength to strength following the end of the war, enabling William Rootes Snr to retire in 1924.

By the early 1920s, Rootes Ltd had secured numerous motor agencies, including Austin, Singer, Humber, Wolseley, Bean and Ford. Many of Britain’s motor manufacturers were turning to Rootes to sell and distribute their cars and trucks, and by the mid-1920s, they would be the largest motor distributors in Britain.

Family life was also taking shape for the brothers. In 1917, Billy and Nora had their first son, William Geoffrey (known as Geoffrey). Two years later, Brian Gordon was born. Both sons would eventually play important roles in the development of the business. Reggie had also married, in 1922, to Joyce Bensted. They had a son, Timothy David, in 1925, and he too would join Geoffrey and Brian as part of the Rootes dynasty.

At its peak as a motor distribution company in the mid-1920s, the Rootes organisation was exporting around 3,000 vehicles a year, especially to Empire countries such as India, which was to prove a valuable territory for Rootes products. Rootes had become a key supplier to the British Raj, and one of Rootes’ prominent customers, the Jam Sahib of Nawangar, is rumoured to have had 157 cars; no doubt a substantial proportion of which were supplied by Rootes Ltd. The Jam Sahib would later offer his hospitality to Billy Rootes when he visited India with his son Geoffrey in 1936. Australia and New Zealand were other dominion territories that were well represented by Rootes products, as well as principal European, South American and Far East locations. In 1931, Reginald Rootes founded Rootes Argentina, based in Buenos Aires.

The offices, workshops and showrooms of Rootes Ltd, Len Engineering Works, Mill Street, Maidstone in 1934. ROOTES ARCHIVE CENTRE TRUST

The ‘most palatial hotel in India’ was accommodation for Geoffrey Rootes and his father on their trip around the world in 1936. The Viceroy’s Palace in New Delhi was a 340-room residence of the Viceroy of India, then Lord Willingdon. Designed by Edwin Lutyens, the building took seventeen years to complete. NICK ROOTES

THE ACQUISITION TRAIL

Being well connected was essential to the success of Rootes as a sales and distribution business, but the Rootes brothers felt they needed to have more control over the motor companies they were representing, which meant one thing – manufacturing. One fast track to owning a manufacturer was through acquisition, and the first of these came in 1925 when they acquired the old-established coachbuilding concern, Thrupp & Maberly of Cricklewood, north-west London. The following year, Rootes moved into Devonshire House, Piccadilly, a prestigious set of offices and showrooms in Mayfair, London, which would become their headquarters and export division offices for the next four decades.

‘Rootes’ London Headquarters, Devonshire House, Piccadilly. ROOTES ARCHIVE CENTRE TRUST

A Sunbeam Talbot 4-Litre Saloon on the Thrupp & Maberly stand at the 1938 Earls Court Motor Show. COVENTRY ARCHIVES

During the mid-1920s, Rootes had made an unsuccessful attempt to acquire the Wolverhampton-based company Clyno, so instead turned their attention to Humber in Coventry, which proved to be the door that would lead to the Rootes brothers’ manufacturing aspirations becoming a reality. In 1926, Humber had acquired Luton-based bus and lorry manufacturer Commercial Cars Ltd, and it was felt by the Humber chairman Col. J.A. Cole that the acquisition of neighbouring car manufacturer Hillman would enable the necessary economies of scale for Humber to continue as a profitable manufacturing concern. Rootes, meanwhile, had become minority shareholders of Humber and through their association with and assistance of the Prudential Assurance Company were able in 1928, to acquire an interest in Hillman. By 1932, Rootes had acquired a controlling interest in Humber Ltd, which included Hillman and Commer, as the Luton company was now known.

The Humber-Hillman-Commer Combine gave Rootes the impetus to start to compete with the ‘big boys’ of British motor manufacturing – Austin, Morris, Ford, Wolseley, Rover and Standard – but manufacturing was of little value if the manufacturer could not sell its products, and one of the reasons that Rootes had been so successful as a sales organisation was its dealer network. During the early 1920s, in order to sell and distribute their vehicles, they had set out to acquire strategic dealerships and dealer networks: Tom Garner in Manchester; Robins & Day; and the Canterbury Motor Company in Kent. The biggest coup, however, came in 1923, when Rootes gained control of the George Heath & Company chain of twenty main dealers and forty smaller regional dealerships.

Manufacturing acquisition didn’t stop with Humber. In 1934, with a name change to Rootes Securities Ltd the previous year, they took over the Huddersfield-based company Karrier Motors, who had made their name building municipal vehicles, coaches and buses. In 1935, Karrier production was transferred down to the Commer Cars factory at Luton. This period demonstrated the pace at which the Rootes brothers went about seeking out companies to buy, and by the latter part of the Thirties, Rootes were a force to be reckoned with and considered to be an important part of Britain’s motor manufacturing scene.

A Karrier RSC Sweeper-Collector in Luton, 1937, two years after the Karrier factory at Huddersfield was closed to concentrate production on both Commer and Karrier vehicles at Luton.

In 1935, Humber, Hillman, Commer and Karrier, plus Thrupp & Maberly, were to be joined by Sunbeam and Talbot. With the demise of the Sunbeam-Talbot-Darracq Combine in January 1934, the company that Billy Rootes had been seconded to during his time in the RNVR, Clément Talbot, became part of the Rootes Group in 1934. The Sunbeam Motor Car Company of Wolverhampton would become part of the Group in 1935. By 1938, both companies would be rationalised to become Sunbeam-Talbot Ltd. During this period, most of the body panels were supplied by Pressed Steel Ltd, in Oxford, so when Rootes became aware that British Light Steel Pressings Ltd, in Acton, West London, which was contained within the STD Combine, was up for grabs, they were only too keen to acquire the firm as an additional source for metal pressings and body panels. Rootes acquired BLSP in 1937. Another piece in the manufacturing jigsaw had been fitted.

One of the famous marques acquired by Rootes in 1935 was Sunbeam. Racing driver Kenelm Lee Guiness won the Thierry Prize for regularity of running, in the Coupé de l’Auto at Boulogne on 21 September 1913. His Sunbeam was the only car to complete the course without a stop. COVENTRY ARCHIVES

An advertisement in the December 1933 edition of Autocar for the 1934 Hillman Minx. Introduced in 1932, the Minx would become one of the most famous ever British family cars and would evolve and endure for thirty-eight years.

BUILDING THE FUTURE

The early Thirties saw the introduction of the first Rootes-influenced cars. In 1931, the Hillman Wizard made its entrance at a banquet at London’s Royal Albert Hall, but despite the showbiz-style launch and publicity that surrounded the Wizard, it turned out not to be a commercial success. However, the next car to be introduced by Rootes, in 1932 certainly was! It was the Hillman Minx and would be the mainstay of their light car range for generations to come. Rootes would continue to update existing models and introduce new ones during the Thirties. In 1932, the first completely new Humber – the ‘Twelve’ – was launched; in 1935, the Snipe, which was completely redesigned and featured the Dynamax 4.1 litre 6-cylinder engine and a new type of independent front suspension. Known as ‘Evenkeel’, it was a similar set up to GM’s ‘Knee-action’ system, which utilised upper and lower pivoting wishbones with coil springs. In 1939, Rootes produced the first integral-bodied Minx, but imminent war with Germany would put a stop to any further product development until 1946.

A brochure illustration for the 1936 Humber 12 Vogue, designed in collaboration with Paris fashion designer Capt. Molyneux. POST VINTAGE HUMBER CAR CLUB

The ‘Balkan Adventure’. Rootes became past masters at creating publicity opportunities for their products. In 1936, Daily Mail motoring correspondent W.A. McKenzie took a Humber Snipe on a gruelling 2,000-mile journey from England to Istanbul, Turkey. On the return journey, he raced the famous Orient Express train back to Dover. The ’36 Snipe is pictured in Istanbul. ROOTES ARCHIVE CENTRE TRUST

WAR YEARS

The role that Rootes, and particularly Billy Rootes played during the Second World War cannot be underestimated. In early 1936, Rootes were approached by the Air Ministry to participate in the British shadow factory scheme to build duplicate factories in the ‘shadow’ of existing motor industry plants, which would allow quicker transference of production to war matériel and in particular, aircraft.

During the war, at a new shadow factory at Ryton and at Speke, near Liverpool, Rootes built one out of every seven bomber aircraft built in the UK. The aircraft Rootes were tasked with building was the Bristol Blenheim bomber and, later in the war, a smaller quantity of Beaufighters. Nearly 3,000 bombers were built by Rootes, as well as ten million aero engine spares for Rolls-Royce, and overhauling 25,000 Rolls-Royce and Bristol aero engines. Statistics for war matériel produced at other Rootes plants is equally impressive. According to War Office records it was estimated that the Rootes Group supplied sixty per cent of all armoured cars, thirty-five per cent of all scout cars and eleven per cent of the national output of wheeled vehicles, including Humber staff cars and Commer Q4 4-ton general utility trucks. By 1944 the Commer-Karrier factory at Luton had produced 31,268 vehicles towards the war effort.

Bristol Blenheim bombers in the main erecting hall at the Rootes Aircraft factory at Speke, Liverpool, October 1938. ROOTES ARCHIVE CENTRE TRUST

The ‘Blitz’ on London and other major towns and cities during 1940 had caused serious damage and killed many, but the raid on Coventry was particularly devastating. Coventry literally glowed from the fires caused by the bombing. The Humber plant at Stoke was badly hit during the raids, as was Number 1 Shadow Factory at Stoke, but escaped serious damage.

The Coventry Mark 1 Armoured Car was developed towards the end of the Second World War as a joint venture between Humber, Commer and Daimler. It entered service in 1944 but was predominantly used by the French in Indo-China after the war.

The contribution made by Rootes during the war did not go unnoticed; in 1942, Billy Rootes received a knighthood for his efforts and unceasing dedication to the production of vehicles and aircraft for the war effort.

POST-WAR AND THE SELLER’S MARKET

The mood of post-war Britain was entirely different to that at the outbreak of war. The noted historian L.C.B. Seaman described the change of mood when ‘the British people passed a vote of no confidence in the past, and proclaimed a quiet, determined wish for a social revolution.’ In the General Election of July, 1945, the Labour party, under leader Clement Attlee scored a landslide victory, defeating Winston Churchill’s Conservative Party and the Liberal Party. The sweeping social changes set out by Atlee’s Labour government would form an economic blueprint for Britain for the next twenty-five years; a mixed economy model that would be endorsed by future Tory as well as Labour governments.

Billy Rootes (seated on floor) with wife Nora and eldest son Brian, relaxing in their garden at Stype Grange, near Hungerford, Berkshire. NICK ROOTES

Britain’s motor manufacturing sector shrugged its shoulders with the news and got on with the job of re-organising its factories and changing back to civilian production, knowing that they were entering a marketplace of pent-up demand for passenger cars and commercial vehicles – a seller’s market. Rootes wasted no time in re-aligning its products for post-war production, as well as rationalising its models and product ranges.

Rootes had always intended to model their business on the American motor manufacturers, in particular General Motors. Now with Sunbeam-Talbot in the range and a new version of the Talbot 10 and 2-litre models, Rootes could offer a genuine range of cars for specific market segments: Hillman – small, practical family cars; Sunbeam-Talbot – cars for the sporting motorist; and Humber – luxury cars for the middle and upper classes. Commer and Karrier commercial vehicles also started to wear product segment hats: Commer – vans and trucks for general commercial and private coach operators; and Karrier – municipal and specialised commercial vehicles.

The late Forties and Fifties would prove a boom time for the motor industry, despite having to endure the frustration of government intervention in the form of steel and raw material allocation being based on a targeted export sales figure. Initially, at least fifty per cent of production would be for export, as part of the government’s ‘Export or Die’ strategy, which meant that a thriving market in second-hand cars would develop until the early 1950s when new cars would, once again, find a place in British showrooms and the domestic market. However, a ‘Catch 22’ situation developed in that some manufacturers, Jaguar and Standard, for example, could not always get hold of sufficient supplies of fuel or raw materials in order to build the required amount of cars to meet the export quotas! It was a vicious circle, but one that Rootes seemed to circumvent – possibly because they had allocated most of their production for export.

Billy Rootes was in fact an enthusiastic export promoter, and duly exceeded the quotas, as he saw exports as an essential part of the future growth and survival plan for Rootes, as well as for Britain. He would become chairman of the Dollar Exports Council in 1951. Reginald Rootes was also knighted for his services to the motor industry and the war effort in 1946. Later that year, Rootes acquired the first of their many overseas manufacturing plants, at Fisherman’s Bend, Port Melbourne, Australia. A close relationship with Todd Motors in New Zealand had existed since 1936, where Hillman and Humber cars and Commer trucks were sold, and this loyal relationship would carry on for years to come. Sir Reginald had looked after North American export sales until Brian Rootes took over in 1947 and, by 1950, Brian had started to establish a dealer network in North America, with a showroom headquarters in Park Avenue, New York and a service depot in Long Island City. Rootes Motors (Canada) Ltd had been formed in 1947 by a Canadian lawyer/businessman, Robert J.Fennell, who had got to know the Rootes brothers before the war. By 1954, Rootes were exporting to 132 countries, including locations in Ireland, Europe, North Africa, the Middle East, Far East and South, East and West Africa.

A late-Thirties Commer ‘N’ Series poses outside the van owners’ shop in the West Kensington area of London. CHAS K. BOWERS & SON

A Commer LN5 forward control coach from 1938/9.

In 1949, Rootes established Automobile Products of India, to build CKD cars and trucks. This continued until 1956, when the Indian government insisted on more local component manufacture, a situation which was replicated with Isuzu in Japan, who had built Minx saloons under licence since 1953. The assembly of Japanese Minx saloons would continue until the early Sixties, but Japanese industry would eventually overtake and force out foreign manufacturers, as Japan started to acquire a new confidence in car designing and building.

As the post-war period rolled on into the 1950s and 1960s, it became apparent that British governments of the day would use motor manufacturing as a barometer of the nation’s wealth, and would use the industry to suit its own given agenda. Both Labour and Conservative governments for the next twenty years would get embroiled in the functioning of the motor industry, to the industry’s ultimate detriment. From the outset, as economics historians David Thoms and Tom Donnelly point out in their appraisal of Coventry’s motor manufacturing scene during the post-war period, the ‘fiscal and monetary policies [of successive governments] served to create an uneven pattern of domestic consumer demand.’ This situation may have been acceptable if you were building washing machines, but the complexities surrounding designing, building and selling motor cars would not withstand such interventions over a long period of time. Rootes, as well as BMC and Standard-Triumph, would all be forced to relocate some of their production to unemployment hotspots, which as far as Rootes was concerned, would prove to be a significant nail in the coffin of their eventual demise, but for the time being, the economic upwave was here, and it looked like it was here to stay!

HUMBER – BY ROYAL APPOINTMENT

In 1934, Humber was granted a Royal Warrant by The Prince of Wales. He continued to be a loyal and enthusiastic customer of Rootes, except for a brief diversion to Buick in 1936, when he ordered two very special Canadian-built McLaughlin-Buick Limousines from the London General Motors agent Lendrum & Hartman. It is thought that Wallace Simpson used her Buick to make her flight to Cannes, in the South of France, and Edward too used his Buick, although the couple would be seen travelling by Buick or Humber during this period in the South of France!

From correspondence held by the Rootes family, what is certain is that Billy Rootes gave Edward his full co-operation during this time; a personal handwritten letter from Billy Rootes, dated 11 December 1936, the day of the King’s abdication, to Edward’s Assistant Private Secretary, Sir Godfrey Thomas, stated that:

‘I have arranged for Vallet and my car to be at Buckingham Palace at 5.30 this evening, the registered number being CVH 193.

‘If any further assistance is required, please do not hesitate to call upon me … and that anything which you may desire in the way of transport, should be supplied immediately.

‘I feel that I must say how very grieved and upset I am at the terribly anxious time through which His Majesty is now passing. If you have an opportunity, will you please convey to His Majesty my respectful sympathy.

(Signed) Billy.’

On 1 January 1937, a telegram was received at Billy’s home, Stype Grange, from Triesting, Austria, stating, ‘Many thanks your good wishes – Edward.’

Edward, now the Duke of Windsor, would continue to use Rootes vehicles, adding numerous Hillman and Humber cars to his fleet, and Billy Rootes always reciprocated Edward’s patronage, which was remembered by ex-Rootes, Devonshire House employee, John Haviland: ‘You always knew when the Duke of Windsor was visiting London, because a Burgundy Humber Pullman, and chauffeur, would be outside Claridges.’

In the post-war years, Humber would continue to receive Royal patronage. During the Fifties, Humber Pullman Limousines, as well as Humber Super Snipes, would be the official cars supplied for the Queen and Duke of Edinburgh for state occasions and Royal Tours.

A ‘special’ telegram. NICK ROOTES

Princess Elizabeth in the Humber Pullman Landaulette, as part of her tour of Norwich during the 1951 Festival of Britain celebrations. COVENTRY ARCHIVES

Her Majesty the Queen passing out of Pussellawa Resthouse, halfway stop to Nuwara Eliya to Kandy, on the 1954 Royal Tour of Ceylon (now Sri Lanka) in one of the four Humber Cabriolets, specially converted from Super Snipe Mark IV Saloons, by H.J. Mulliner of London. COVENTRY ARCHIVES

STREAMSTYLE SUNBEAM TALBOTS, A NEW HAWK AND THE MAGNIFICENT MINX

In June 1948, the Rootes Group launched the first of its completely new post-war models – the Sunbeam Talbot 80 and 90 Saloon and Drophead Coupé. Dubbed as ‘Streamstyle’ Sunbeam-Talbots by Rootes marketing, they would replace the old 10 and 2-litre models.

The styling was created in conjunction with Loewy International, the London office of Raymond Loewy’s industrial design company, as were new integral-bodied versions of the Hillman Minx and Humber Hawk that were unveiled at the Earl’s Court Motor Show in October 1948.

As with all Rootes cars of the time, the need to wait for the end of a model year was ignored and detail changes came into being almost as soon as the cars were launched. The Sunbeam Talbot models and the Hillman Minx and Humber Hawk would continue to receive ongoing ‘improvements’ such as increased power output, better braking systems and improved lighting.

The new Sunbeam-Talbot 80 and 90 sold well in domestic and for export markets. In September 1950, the 80 model was discontinued and the 90 replaced by a 90 Mark II version. In 1952, a further revised version, the 90 Mark IIA, was offered. This model would remain until 1954, when the Talbot name was dropped and would be known as the Sunbeam Mark III. This would coincide with the launch of a new two-seater sports model, the Sunbeam Alpine.

The debut of new ‘streamstyled’ Sunbeam Talbot 80 and 90 models at the 1948 Earl’s Court Motor Show. LEON GIBBS ARCHIVES

Stirling Moss rounds a hairpin bend on the 1954 Alpine Rally. He came third in class and won a gold cup for three consecutive unpenalised runs. COVENTRY ARCHIVES

In 1947, Norman Garrad, Sunbeam-Talbot’s sales manager, had the idea of forming a works competition department. Garrad was a firm believer that competition ‘improved the breed’. By 1948, a budget was granted for Garrad to pursue his idea, and the Rootes competition department was born. It would turn out to be a very successful venture, as well as being the first factory-sponsored works competition department to be formed by a major British manufacturer. Significant names from the world of racing, such as Stirling Moss and Mike Hawthorn, joined soon-to-be household names in the world of international rallying like Sheila Van Damm, Peter Harper, George Murray-Frame and George Hartwell.

Sheila Van Damm in the Sunbeam Mark III at the start of her last Monte Carlo Rally in 1956. COVENTRY ARCHIVES

Garrad was ahead of his time in creating the Rootes ‘works’ team. As well as having opportunities to rapidly improve the technical specifications of production cars, Garrad was very aware of the numerous valuable publicity opportunities that could be gained through competition success.

1953 Sunbeam Alpine Mark 1, finished in Sapphire Blue with Light Fawn leather interior, the same colour combination as the Alpine featured in the movie To Catch A Thief, starring Cary Grant and Grace Kelly. Owner: Nick Rootes.

EVOLUTION OF POST-WAR HUMBERS

1947 Super Snipe. COVENTRY ARCHIVES

1951 Hawk Mark IV. LEON GIBBS ARCHIVE

1953 Super Snipe Mark IV. LEON GIBBS ARCHIVE

1958 Super Snipe Series 1 Estate. POST-VINTAGE HUMBER CAR CLUB

AUDAX AND THE SERIES HUMBERS

Development of new Rootes car models continued at a pace during the mid- to late Fifties, and in 1953, Rootes renewed their agreement with the Loewy organization to help with a new range of cars – codenamed ‘Audax’. This range was the culmination of the Rootes brothers’ manufacturing ambition, which was to build cars on the American principle of utilising a commonality of components, sheet metalwork and platforms, and be spread across several product ranges. In 1955, forty-five years after a young Billy Rootes had been apprenticed at Singer Motors Ltd, Rootes acquired the company, and it would prove an ideal contender for Audax. Also in ’55, Rootes added Hills Precision Die Castings Ltd to their list of companies to make components such as door handles, badges and headlight bezels.

The first car to be launched under the Audax banner was the Sunbeam Rapier. Inspired by Raymond Loewy’s 1953 Studebaker Starliner, the Rapier made its debut in October 1955, followed in May 1956 by the Hillman Minx Saloon. An upmarket version of the Minx would complete the passenger car line-up in September 1956 – the Singer Gazelle. The first of the new-style Hillman Husky Series 1 Estate Cars, to replace the original Mark 1 model, would appear in January 1958 which, minus side windows, would also be sold as the Commer Cob van. During this period, the commercial vehicle division of Commer-Karrier was just as busy as the car divisions and proving to be very successful with their heavy goods vehicle ranges. In 1955, they relocated production from Luton to a brand new site at Dunstable. They were now capable of offering a commercial vehicle payload range from 7-cwt vans to 12-ton trucks. In 1956, a new range of 10- and 12-ton Commer tractor units was launched, utilising their revolutionary TS3 diesel engine, a 3-cylinder, horizontally opposed-piston two-stroke unit which was built by Tilling-Stevens of Maidstone, another company that had come into the Rootes Group fold in 1951.

Ronnie Adams and John Boyes in a Humber Super Snipe Series 1, as it fords a river in March 1959 during the Coronation Safari Rally. Paddy Hopkirk and Ronnie Dalton were team mates in the same event, driving a Hillman Husky. COVENTRY ARCHIVES

By the mid-Fifties, the Humber range was starting to look its age, and in 1957, a new-look Humber Hawk was launched. The lower-profile body shell was to be shared by the 6-cylinder Super Snipe, introduced in 1958. Both featured Loewy-inspired styling clues, as well as some from GM’s 1955 ‘Motorama’ cars such as the Chevrolet Bel-Air.

In 1959, the icing on the cake for Rootes was the launch of an entirely new version of the Alpine. The new Sunbeam Alpine Series I utilised the floorpan from the Hillman Husky – but otherwise it really was completely new and the handsome little two-seater sports car would quickly prove be a prime source of revenue for Rootes in domestic and the all-important American export markets.

In 1959, the Rootes Group was at its peak; Sir William was made Baron Rootes of Ramsbury, and they could feel justifiably proud of the fact that they had achieved an immense amount in terms of their ambitions in the motor manufacturing game, but the future for the company would prove much more challenging, as domestic and foreign competition increased and markets changed.

Sheila Van Damm with one of the girls from her father’s famous club, The Windmill, showing off the new 1958 Sunbeam Rapier Series 2 Convertible in London.

Rootes Maidstone, May 1950. ROOTES ARCHIVE CENTRE TRUST

An array of Rootes cars in the service department of Rootes’ London Service Station, Ladbroke Hall, c. 1958.

Tilling-Stevens Ltd at Maidstone was acquired by Rootes in 1950 and this was where the development and manufacture of the TS3 opposed piston 2-stroke diesel engine took place. Two Hillman Minx cars, a Humber Hawk, a Commer Van and an Austin A135 Princess for good measure, are conveniently parked outside the factory in this mid-Fifties publicity shot. NICK ROOTES

EVOLUTION OF POST-WAR HILLMAN MINX SALOONS

1949 Mark IV.

1953 Mark VI (21st Anniversary). COVENTRY ARCHIVES

1954-56 Mark VIII. COVENTRY ARCHIVES

1958 Series III Special.

CHAPTER 2

SWINGING UNEASILY INTO THE SIXTIES

‘The Rootes [brothers] were superb salesmen. They built Rootes up to be a world vehicle maker. But salesmen live in the deal today; they are not very good at planning for the future. The Sixties became a buyer’s market and without a new range of cars in the pipeline things started to go wrong!’

– Anthony Stevens – Rootes Product Planning Manager

As the new decade dawned, it was becoming clear that the 1960s would be like no other decade before it. The seller’s market for cars was now turning into a buyer’s market, as product availability improved, more models were being introduced and European car manufacturers who had recovered from the disruption of the Second World War, were now offering cars for the British market that were serious considerations for new car buyers. For the first time since the war, buyers were being lured away from home-grown products by a Volkswagen, Renault, Simca, Peugeot or Fiat.

A brochure cover for the 1960 Hillman Minx Series IIIA.

However, the boom did have a slow start, as Britain hit a recession in 1960; sales of cars were generally down, and the regulatory policy that successive governments had imposed on the motor manufacturing industry had not allowed the industry to plan for any kind of realistic long-term growth, and taxation policy had one of the most de-stabilising effects on sales and profit margins. Since purchase tax had been introduced, the rates of the tax had yo-yo’d up and down from the sublime to the ridiculous. This, combined with a ‘stop-go’ policy of hire purchase restrictions being lifted or put in place, added further instability into the market; 1960 was a ‘stop’ year. The following year also saw a slump in sales and in July ’61, it was reported that the Chancellor of the Exchequer, Mr Selwyn Lloyd, would increase purchase tax from fifty per cent to fifty-five per cent. Following the announcement, Geoffrey Rootes, who had been speaking at a ceremony introducing the new Singer range, within minutes of the Chancellor’s announcements, commented:

‘We in the Rootes Group strongly believe in holding down costs and prices at the present time and our spirit is one of willing co-operation with the Chancellor in the need to strengthen the nation’s economy. On the other hand, we must warn him of further restricting our home market. This is a time to expand in business, not to contract, and there is a limit to the number of times the motor industry can be used as a safety valve to control spending at home.’

He went on to state the need for a sound home market, emphasising that it had been the motor industry that had been the main earner of foreign currency, and warning that ‘the goose cannot go on laying the golden eggs if it is not allowed to exercise on its home range.’

The comments were picked up by Autocar magazine and duly reported under the headline ‘Chancellor “Regulates” instead of accelerating the motor industry’, but the government was again using the motor manufacturing industry to balance its books and the statement fell on deaf ears.

George Hartwell’s palatial new dealership premises in Holdenhurst Road, Bournmouth in the late Fifties. Although Commer was sold alongside Hillman, Humber and Sunbeam, it took a while longer for the Singer name to appear on Rootes main dealerships as Singer still had their own national dealer network. ROOTES ARCHIVE CENTRE TRUST

Serious though these policies seemed at the time, the future interventionist policies of the 1960s and 1970s governments would prove to be even bigger ‘spanners in the works’ than any of the regulatory policies of the 1950s.

An airbrushed publicity shot for the Hillman Husky Series II, c. 1960. ROOTES ARCHIVE CENTRE TRUST

Buyers of Rootes cars during this period would in general be more concerned about the car’s ability to get to and from work of a week day, and to be able to reliably and comfortably transport a family and a boot full of associated clobber to and from Skegness for a fortnight’s holiday, or maybe to the golf club at weekends. Despite the reputation Rootes had gained during the Fifties in rallying, cars like the Hillman Minx were not considered by prospective buyers for their 0–60 mph times. One such owner who required a reliable workhorse, and who remembers it as being ‘one of the best cars we ever had’ was Ian Hammerton, who regularly took his wife and three children on holiday from west Kent to the Netherlands in a Hillman Minx Series IIIB Estate. Although it was reasonably economical, the performance is best summed up by his son Mike, who was out in the Minx one day with his Dad, and wondered about the performance capabilities of the car: ‘I said to Dad, “See how fast it can go, Dad!” and told him to floor it! He did, and then I realised that was how he drove it all the time!!’

A Humber Hawk Series 2 photographed on Epsom Downs. POST VINTAQE HUMBER CAR CLUB

Rootes products in the early Sixties appealed predominantly to middle-class buyers – the same market segment that had been the prime purchasers of motor cars in the Fifties. With full employment across much of Britain, especially in the south east, that market was changing fast, and it was being changed by younger buyers who had the money to buy a car, but, with the exception of the stunning new Sunbeam Alpine Sports Car, Rootes had little to offer this burgeoning new youth market. The Audax models – the Minx, Gazelle and Rapier, although still good sellers and excellent cars, had been around for five years, but now there was the BMC Morris Mini Minor and Austin Seven to contend with, as well as the Triumph Herald and the new Ford Anglia 105E. Rootes was still three years away from the launch of their new small car, the Hillman Imp, of which development had at least been officially announced to the public. The Humber Hawk and Super Snipe models had already been out of the box for a couple of years in 1960 and their appeal was limited to the professional middle and upper-middle class motorist, a market which, in Sixties Britain, was shrinking. The Super Snipe had, however, been given a very neat front end makeover for 1960, in the form of twin headlamps and a thin-barred wraparound grille, which transformed and modernised the look of Super Snipe very effectively. In this respect, it was good for another five years and this would at least guarantee its future as a high-end luxury car.

Henry Korman of the BBC French service, recording his impressions of the 1960 Earl’s Court Motor Show on the Humber stand. COVENTRY ARCHIVES

The dilemma that the Rootes Group found itself in at the start of the Sixties was one of having to respond to rapid changes in market conditions, a task that with their relatively limited financial resources was not going to be easy. Despite the introduction, and success, of the Audax range, Rootes had failed to achieve the economies of scale required in order to provide profit levels that would enable re-investment in plant and up-to-date production methods. Also, since going public in 1949, they had pursued a policy of high dividends to shareholders, a factor which also impacted on profit levels, but loyalty to shareholders has always been a business priority for Rootes. They did, however, benefit from having a healthy liquidity position.

One of the Rootes Group’s publicity stunts in 1960 was in presenting a new Sunbeam Alpine to singer and actor Sammy Davis Jnr., who had just finished a three-week visit to Britain, which included a series of hectic one-nighters as well as appearing at the Royal Command Performance at the London Palladium.

Police were called in to control crowds as Rootes personnel pushed the car, wrapped in polythene and tied with a wide red ribbon to the stage door of the ‘Pigalle Theatre’ in London’s Piccadilly, where Sammy had been appearing in cabaret. The Alpine was a ‘bon voyage’ gift from night club owner Al Burnett. Registered SD50, it was shipped by Rootes to the United States for Sammy’s personal use. COVENTRY ARCHIVES

A new youth culture was starting to change life in early Sixties Britain. It brought a social change to the country that would hit the British establishment like a freight train. It changed the course, and image, of post-war Britain and ushered in the Swinging Sixties. Fashion and pop music joined forces to create an environment that would establish opportunities for young, up-and-coming entrepreneurs. They were tapping into and capturing the youth market in any way they could. A young Glaswegian named John Stephen had arrived penniless in London during the Fifties and by the early Sixties was well on his way to becoming a millionaire. Stephen rented some run-down shop units near Regent Street and, starting with ‘His Clothes’, turned them into colourful clothes boutiques, in what would become the epicentre of Swinging London – Carnaby Street; Mary Quant added her unique design style to female fashions and photographer David Bailey captured it all on film. During the second half of the Sixties, Mod fashion and music ‘iconistas’ such as The Kinks, The Small Faces and The Rolling Stones would all be regular visitors.

A quartet of Hawks surround an Austin A60 Cambridge. Baldry’s Taxis of Wellingborough, Northamptonshire, ran a fleet of Humber Hawks as their preferred chauffeur car throughout the Sixties. REX BALDRY

Another entrepreneur who, for a brief time, added a new look to London’s streets, was Michael Gotla, boss of London motor dealer Welbeck Motors. Gotla had identified a loophole in the law concerning the operation of taxi-cabs. If a taxi-cab was ‘pre-booked’, in the same way as a traditional private hire car service, he could compete with traditional black cabs with a cheaper alternative. In July 1961, the minicab hit London’s streets when Gotla put two-hundred red Renault Dauphine 4-door saloon cars into service. He also extended his new minicab service to Greater London, where there were fewer black cabs operating. Bold though his idea was, it didn’t last long and, by late 1962, the Dauphines were finding new homes on used car forecourts. Although Austin held the black ‘Hackney’ cab market with its Carbodies purpose-built FX4 cabs, for private hire operators, who were confined generally to airport and station runs, weddings, or where people wanted a one-off chauffeur service, the Humber Hawk, with its excellent build quality, comfort and reliability had established itself as the hire car operator’s favourite.

Car manufacturers who had the resources to be able to respond to the rapid changes in trends during this period, would take advantage of the burgeoning new youth market, and Ford were certainly in a position to dominate. Although their new Consul Classic and the sleek two-door hardtop version of the Classic, the Capri, were slow to capture volume sales, it would be the next model introduction from Ford that would set the bar for the rest of the industry to jump. Launched in 1962, the Cortina was a straightforward, comfortable, stylish family car with saloon and estate car variants and a price tag that wouldn’t break the bank, and Ford marketing took every opportunity to make the new Cortina look ‘chic’!

A Singer Gazelle Series IIIA Estate. SINGER OWNERS CLUB

Despite a limited product range, Rootes made a good job of updating and improving its models, without the need for substantial body re-working. The Hillman Minx was in its Series IIIA form by 1960, with a new grille and rolled over rear wings, which was also a design feature of the Singer Gazelle. The Minx, Gazelle and the Sunbeam Rapier got a close ratio four-speed gearbox with a floor-mounted gearshift and a hypoid rear axle, replacing the old spiral-bevel type. The Gazelle reverted to a single carburettor in Series IIIB form, replacing the twin Zenith downdraught carbs that had been fitted on the IIIA. The last change to the range of Audax models was… yes, you guessed it, the Series IIIC, with a more powerful 1592cc engine to replace the 1494cc unit. They would be marketed as Minx 1600 and Gazelle 1600. Both continued to have convertible and estate car versions available as Series IIIC models, but these versions would be discontinued in the summer of 1962 to make way for the new Super Minx and Singer Vogue models.

Hillman Minx 1600 (Series IIIC) Saloon. ROOTES ARCHIVE CENTRE TRUST

All of these frantic model designation changes, sometimes only a few months after the announcement of a model revision, came at a cost, not only in terms of re-tooling and parts listings, but to the levels of management and the workforce who were being asked to make the changes. At dealership level, it would be highly likely to find even the most conscientious parts manager scouring the local papers for any vacancies at a local Ford dealer! That is how it was at Rootes during this period, but this approach to engineering clearly had to change, as works director Bill Hancock became very aware:

‘The Rootes brothers, always giving preference to sales demands, were continually changing policies of design, varieties and quantities, and this put a heavy strain on labour relations. But with the systems that I adopted there was no real labour unrest up to the time I retired from Rootes.’

The Sunbeam Rapier Series III was launched in late 1959, with bright new two-tone exterior colours and co-ordinated interior trim packages, including a revised dash layout with wood grain trim. A number of technical improvements, exclusive to the Rapier, included disc brakes and an aluminium cylinder head for the 1494cc engine. These changes, together with minor external appearance alterations, were carried through to the Series IIIA in 1961 when it was fitted with the 1592cc engine. In 1960, the Sunbeam Alpine also received the 1592cc engine and thus became the Series II model.

The Series II Alpine, with 1.6-litre power, making its Continental debut at the Paris Motor Show. ROOTES ARCHIVE CENTRE TRUST

A 1961 American dealership promotion for the Alpine and other Rootes products. ROOTES ARCHIVE CENTRE TRUST

The Sunbeam Rapier Series IIIA was the last Rapier model to be made available as a convertible. This 1963 version, finished in its unique special order Singer colour combination of Maroon and Cavalry Beige, is seen photographed at one of Rootes publicity department’s favourite photo locations – Bosham in Hampshire. Owner: Mike Biddulph.

Evocative early Sixties brochure artwork for the Sunbeam Rapier.

The Alpine was still very much ahead of the game, competition-wise, both in North America and in Britain. Despite BMC dumping the old ‘frogeye’ Sprite and replacing it with a new model in 1961, together with an MG Midget version, the Alpine had refinements that were still missing in Austin-Healey, MG and Triumph sports cars of the time – wind-up windows! The Alpine was also one of the only sports cars on the market that a six-foot tall driver could get in, drive in comfort, and get out of with ease!

THE ‘OLD GUARD’ RETIRES

Since the formation of Rootes Motors Ltd in 1949, to replace the old Rootes Securities Ltd, which had been formed in 1933, the Rootes family had held virtually all of the senior management positions. In 1960, Lord Rootes remained chairman with Sir Reginald as deputy chairman. Lord Rootes’ eldest son Geoffrey had been appointed managing director of the manufacturing divisions of Rootes Motors Ltd in 1960, as well as chairman of the Society of Motor Manufacturers and Traders. Brian Rootes had returned from the United States in 1956 to become managing director of the sales division of Rootes Motors Ltd. Sir Reginald’s son Timothy was appointed a director of Rootes Ltd, a subsidiary company that had been formed in 1933 to carry on the distribution and servicing of the products of the Rootes Group. He was also made joint managing director of Humber Ltd.

In 1960, there were some significant changes in senior management – as members of the ‘old guard’ who had made valuable contributions to the Rootes Group’s success were now retiring.

Bill Hancock, as works director and general manager, had served a total of just under twenty years at Rootes in two chunks. Firstly, from 1935, when he joined Rootes from Daimler as works manager of Humber in Coventry, and secondly, when he was brought back at the instigation of the Rootes brothers in 1948, from Rubery Owen, which he had joined in 1942. In 1958, Hancock had been awarded the OBE for his services to the Midlands motor industries. During his time at Rootes he had been a positive force in labour relations and in increasing production efficiency at Coventry.

Hancock’s replacement was Bill Garner, who had been general manager of the Rootes Diesel Engine Division at Tilling-Stevens Maidstone since 1952, and according to Hancock, it was ‘a good move, as Garner was a good works man and a good controller of labour, but he also did what he was told policy-wise!’

Bernard (B.B.) Winter also retired in 1960 as director of engineering at Rootes. His thirty-six years of continuous service to Rootes started in 1923, when he joined Rootes as a service representative and subsequently service manager of Humber-Hillman at Coventry. He became chief engineer of Humber Ltd in 1935 and was appointed director of engineering in 1938. Winter was known as a ‘belt and braces’ engineer; he would never embrace anything too advanced or unusual, although his support for the radically different 3-cylinder, 2-stroke horizontally-opposed diesel engine developed by Commer, still seems at odds with his otherwise conservative approach to engineering.

Winter’s replacement as director of engineering was forty-two year old Peter Ware, who was anything but conservative, and who had adopted a forward-thinking, inventive, but practical approach to engineering. It was as an artist that allowed him to provide a good visual basis to illustrate his ideas. His father, Sidney Ware, was chief engineer at Straker-Squire and had been an influence on the young Peter Ware, but it was as a protégé of Sir Roy Fedden, when he joined the Bristol Aeroplane Company in 1940 as an engineer, that he started to hone his flair for innovation and invention in engineering.

Prior to BAC, Ware had joined Dartmouth Royal Naval College as a thirteen-year-old cadet, and successfully passed out to go to the Royal Naval Engineering College at Keyham. After a brief spell as an engineering officer, he was invalided out of the Royal Navy in 1938 with TB, joined a second time, but was invalided out again, after serving on an armed merchant cruiser which played a deadly cat and mouse game with the German pocket battleship Graf Spey.

In 1942, Ware was made technical assistant to Roy Fedden (who was knighted in 1942), and much of Ware’s work was directed towards developing ever-higher power outputs from the Bristol sleeve-valve engines which ultimately allowed bombers to increase flight ceilings by 10,000 feet and out of flak range. Later, after Fedden had left BAC, he worked with Fedden on alternative power plants for motor torpedo boats and improving their performance. After the war, he joined Sir Roy Fedden in his newly-formed motor car company, which had been set up to develop some very adventurous designs, and although none made it to production stage, this experience had proved valuable, having learnt a great deal from Fedden, whom he rated highly as a talented engineer. Ware then moved on to work for Leyland, CAV and Dowty, where he succeeded in turning their Fuel Systems Division round from a loss to a £¼ million profit in the first year, but he felt that his face didn’t fit, so returned to CAV Electrical as chief engineer, from where he was headhunted by Rootes, following a recommendation by none other than Sir Roy Fedden. He joined Rootes in 1958, and was made director of engineering in 1959. As a marketing-led company, Rootes were becoming all too aware of their engineering shortcomings, and the initial brief to Peter Ware from the Rootes brothers was to strengthen the company’s engineering capability, a task that as far as he was concerned was well overdue. Ware brought a number of competent engineers with him to help him address some of the fundamental problems as he sought to improve ride and handling characteristics across the range. They included David Hodkin from E.R.A. and Peter Wilson, who would become chief experimental engineer.